Colne to Skipton Railway Link

Debate between Rachael Maskell and Andrew Jones

Tuesday 29th October 2019 Westminster Hall

[Rachael Maskell (York Central) (Lab/Co-op)]

It is a pleasure to serve under your chairmanship, Sir George. I thank my hon. Friend the Member for Hyndburn (Graham P. Jones) for securing this debate. In his characteristic style, he set out a concrete case for the Skipton-Colne line. I thank all hon. Members for their contributions to this crucial debate, which is really about the future economy of the whole of the north. It is a pleasure to respond to this debate.

We are talking about just 12 miles of railway. Investment in this piece of infrastructure could be transformative for the north; that is why Labour has committed to that as part of our rail enhancement programme. If there is to be a general election, we will be eager to press ahead with this scheme, which is about rebalancing the economy. It will not only provide crucial opportunities to transport passengers and goods, but transform our economy and the opportunities for people in constituencies such as those that my hon. Friends represent.

We see major investment in the ports in Liverpool and on the Humber, but we must get the connectivity between them right. When I have discussed this with Transport for the North, it has stressed the importance of improving the trans-Pennine route, to which, I regret to say, the Government have not given the necessary enhancement for freight passage, which is important for establishing an east-west connection. The Skipton-Colne line—the west-east line—will complete the circle, ensuring that we get proper transportation.

I have spoken to businesses in the north, particularly Drax, which would benefit greatly. It says that the line would not only bring about improvements in the transportation of biomass along the transatlantic route to Liverpool, but improve the resilience of the infrastructure. Drax also depends on Immingham port, but we know that there are flooding risks there, so to secure our energy supply, we need to ensure there is an opportunity in the east and the west. At the moment, if biomass travels around our country, it either goes south, via Birmingham, or further north. These 12 miles of connectivity would make such a difference to Drax, which receives around 24 consignments each day. There would be the opportunity for storage of additional biomass along the line, which would build up the resilience of our energy sector, so this is an important project for us.

If the trans-Pennine route had a full upgrade, it would deliver for not only freight but passengers. Reliability is no longer a consideration for this Government, but it absolutely would be for Labour. Labour committed to electrification, and then the Government did, too; but then they withdraw that offer. This is a crucial project. We can go further than that: if we get freight connectivity right, we can reinvest and make the northern powerhouse actually happen, because this is about the wider economy in the north.

We need a modal shift for freight from roads to rail. That is crucial because of the environmental catastrophe facing our planet, for which we are responsible. Around a third of our carbon footprint is in the transport sector. The Government have not made the necessary progress on that. We believe that modal shift will be a game changer. In the transport sector, we need a 15% reduction of our carbon expenditure, year on year, for the next 10 years. The shift from road to rail, not only for passengers, but particularly for goods, will make a big difference.

We want to open up opportunities. Labour is putting forward a smart logistics strategy that not only connects industry to the rail freight sector, but opens up more opportunities for light freight and the accompanying development of rolling stock. We also provide for a transition between passengers and goods; we will look at peaks and flows in usage and time, so that rolling stock can accommodate both. We will ensure that far more goods can be transported across the network, while also investing in passenger enhancements. Of course, Labour’s plan, which, we must remind ourselves, will bring rail back into public ownership, so that the public have real control over our network, will also ensure connectivity across the network, which will bring the enhancements that people want.

My hon. Friend the Member for Hyndburn reminded us about the investment issues. I have to agree with him that, as the research shows, the north has not been well served. The hon. Member for Harrogate and Knaresborough (Andrew Jones) raised the issue of Pacer trains; I have to relate my experience from the weekend. I was on a Pacer train travelling from York, and of course rain was pouring in through the ceiling. It is 2019! That shows the challenges that we face with our trains in the north. We need to ensure that things move forward.

We have a genuine opportunity here to invest in freight. The line will play a crucial role in rail infrastructure, which will result in the growth of new manufacturing and reinvestment in industry in the north. Of course, if we have strong freight paths, manufacturing can become more reliant on just-in-time manufacturing processes, smart logistics, as I have highlighted, and the movement of goods on our railways.

It is vital that that economic opportunity is brought to the north. The whole northern powerhouse investment in rail, including the trans-Pennine rail route upgrade and investment in the Skipton-Colne route, could bring around 850,000 good-quality jobs to the north. We Labour MPs understand the value of that; it is in the title of our party. This is about investment delivering for local people. We want growth in those opportunities.

We also want the development of new passenger routes. We need to make sure that new housing developments are connected to our main infrastructure. We want better connectivity in planning across the country, to ensure that all investments, including in the economy and in housing, are linked to our rail network. We would then have a strong passenger offer and a strong goods offer; our infrastructure investment will deliver both those things.

I also highlight the opportunity that establishing the right connectivity between ports in the east and the west will bring about in the wider economy of the country. We are a crucial link between the rest of Europe and the Atlantic and Ireland. Better connectivity through the Skipton-Colne route could well mean that we become a proper transport path, whereby goods touch base in our country, and companies use us as a corridor for goods. Again, that is really important for economic growth and opportunity, but will also create a new transport role for the UK in Europe. This investment will not just be expenditure; it will drive revenue for the Treasury, so it is really important that we consider the overall investment programme.

My hon. Friend the Member for Hyndburn talks about what will happen over the next 100 years. It is worth reminding ourselves that we are coming up to 200 years of the railways. I am sure that the annual spend he calculated will go down significantly if we bear in mind how well we build our railways and their longevity.

My hon. Friends the Members for Keighley (John Grogan), for Burnley (Julie Cooper) and for Hyndburn have highlighted that this debate is not just about infrastructure, including track and trains; it is very much about people. It is about jobs, opportunities and aspiration, which is very much what Labour wants from any investment.

Network Rail has put forward its proposals, but it is being challenged by Transport for the North, which believes that engineering can be streamlined in such a way that costs can be reduced. We will see what happens with that challenge. However, when we are considering investment, we must think holistically, as my hon. Friends have pointed out. We should consider not just the hardcore infrastructure, but the opportunity that such infrastructure opens up, including opportunity for new investment in jobs, and of course the wider returns.

The proposal before us will be transformative of the north, even though it covers only 12 miles of infrastructure. Labour is absolutely committed to opening up such opportunities for the economy and communities, and to the growth of our railways. We will schedule our enhancement programmes so that they are completed in a sequence that means that they will drive opportunity, not only for cities but, as my hon. Friends have said, for towns.

We will stretch that opportunity over a 30-year planning process. We can then schedule the jobs and the skills required to see real enhancement grow across the network, and to bring revenue back into the Treasury and, of course, the Department for Transport. That will then allow for reinvestment as we grow our public transport and freight paths. We will see that crucial modal shift and the necessary environmental change.

We are really optimistic. The hon. Member for Harrogate and Knaresborough says that his Government have really invested in public transport; we remind him that, looking at the whole of transport, his Government have cut 3,000 bus routes, and buses play a vital role in building connectivity across the whole transport system.

[Andrew Jones]

Will the hon. Lady give way?

[Rachael Maskell]

If I may, I will just finish—

[Andrew Jones]

I will just correct the hon. Lady on this point.

[Sir George Howarth (in the Chair)]

Order. If the hon. Lady says she is finishing her sentence, she must be allowed to finish her sentence.

[Rachael Maskell]

We see the whole of the transport network—rail, buses, active travel—all working in a well co-ordinated way. I am happy to give way.

[Andrew Jones]

It is always fascinating to hear a Labour transport spokesman doing their very best to justify—

[Rachael Maskell]

I am a spokeswoman; I am not a man.

[Andrew Jones]

Yes—I beg the hon. Lady’s pardon. They try to justify why so little happened under the long period of Labour Government, when they electrified just 10 miles in 13 years. This Government do not cut bus routes; this Government do not operate bus routes. This Government have actually maintained their support of the bus network through the bus service operators grant, and extra funding was announced by the Chancellor in just the last few weeks. Can the hon. Lady perhaps help this debate by clarifying how much money will be required to deliver this magnificent wish list that she has just identified? Could she perhaps quantify the investment required and detail where it might come from?

[Rachael Maskell]

I thank the hon. Member for his intervention. He will see in the programmes that we have set out, particularly on rail, that we will repurpose current expenditure across the network that is being wasted on privatised projects, and that investment will go back into driving down costs. In fact, the rail industry says there will be a 30% saving if we put in place the scheduling that we propose. We want savings to be made from current wastage, and greater investment in driving forward and delivering our enhancement programme.

We are talking about just £360 million for this project and the opportunities that it will bring. I can commit today to Labour being right behind my hon. Friend the Member for Hyndburn and all the rail campaign groups, as well as the local councillors, who have done so much work over the years to support projects such as this.

South-Eastern Rail Franchise

Debate between Rachael Maskell and Andrew Jones

Tuesday 23rd April 2019 Commons Chamber

[Andrew Jones]

I thank my right hon. Friend for those questions. He has been a strong and tenacious champion for rail passengers in his constituency, raising issues with me and speaking in Westminster Hall debates. I share his impatience to get the benefits that are emerging from our franchises to his, and indeed to all, constituents. This is a huge and complex piece of public procurement, and it is right to take the time to make sure we get it right and to finalise this competition. The area is one of the most complex on our network; it has a mix of high-speed and commuter services, with a highly intensive use of infrastructure. I cannot tell him the date on which we will be able to make the announcement. This is a live competition involving market-sensitive information. There is an established method of communication to the House and the markets, so I cannot answer him and am able to say little on that point today.

I can confirm to my right hon. Friend why the east midlands franchise was awarded, with the rail review taking place. That was simply because it was considered that with the east midlands franchise award and this one we could get the benefits to passengers before the work of the rail review came into play. On compensation in respect of the two stations he mentioned, I will look at that carefully. On the point about the compensation following the May 2018 timetable changes, there were some significant problems, but they were not everywhere. The issue was to get the compensation to those who had been most affected. They received compensation that I think was appropriate, but I will check out those two stations and write to him as quickly as possible.

[Rachael Maskell (York Central) (Lab/Co-op)]

So here we are again: a Transport Minister forced to the Dispatch Box to defend the actions—or, in this case, the lack of action—of the ever-failing Secretary of State. Following four delays on the south-eastern franchise, we now know that the Government are planning a direct award. After 12 other direct awards, including on south-eastern, is this approach being taken to avoid the embarrassment of failure further down the road? Two monopolies, Govia and Abellio, are left in the competition to run Britain’s most beleaguered franchise. Following a litany of failures under Govia, highlighted in Chris Gibb’s report two years ago, and a lacklustre response by the Secretary of State, who, frankly, should have brought the franchise under direct operation, the travelling public are being failed.

What discussions has the Minister had with the trade unions, as the hard-working staff face further uncertainty, not least over their jobs and pensions? Will he also confirm that there is no intention to cut pensions to staff through this franchise process? Are the Government going to stall on all franchises until the conclusion of the Williams review, which is undertaking a comprehensive look at why our rail system is floundering? If so, when will this report be published? In the light of revelations this weekend that sensitive confidential information was leaked from Stagecoach into the hands of Abellio during the east midlands process, what changes has the Minister made in his Department to ensure that commercially confidential information is not shared with competitors in this broken process? How are the Government measuring past failure of these rail monopolies? In the light of evidence, will he then rule out their bidding, as he has for other companies involved in other franchises?

With 176 million journeys being made each year, how can these passengers have any confidence that they will not pay the price for failure—something they have had to endure under the current award? They are paying some of the highest fares in exchange for one of the worst services, so it is clear that this franchising fiasco must end. If the Secretary of State will not take back control of our rail, Labour will.

[Andrew Jones]

I thank the hon. Lady for her questions. We are negotiating a short direct award to allow the competition to reach its end. This is not the end of franchising, which has been a significant ingredient in improving and turning around rail performance in this country. It has led to our having more services and passengers and at a greater level of safety than at any point in our country’s history. Franchising has been part of that success. This is an issue not of failure but of making sure that we get it correct.

Have I discussed the franchise bid with the trade unions? No, because the bids are assessed by officers of the Department for Transport, who anonymise them. It is important, market-sensitive information. Such information runs through a standard procedure, of which the hon. Lady should be aware; it operates in councils, in the Government and in devolved Assemblies, too. I have of course met the trade unions, and I was able to confirm with them that my aspirations for the rail industry include the careers of those who serve the industry. The Chair of the Transport Committee, the hon. Member for Nottingham South (Lilian Greenwood), asked about the same point in an urgent question just before the Easter recess. I do not want to see any cut to pensions; I want to see those who work on our rail services retire with secure and stable pensions. Nevertheless, we are talking about pensions from a private business, not something that comes from the Government.

The work on the Williams review is under way. I am sure the hon. Lady will have seen some of the evidence papers and heard about the emerging thinking that Mr Williams has discussed in some of the speeches he has made over the past few weeks. We look forward to seeing the output of that review. Franchising has been an ingredient in the turnaround of our rail industry that has been so fantastic for this country. The question now is how we take that to the next stage, which is what the Williams review is all about.

Draft Railway (Licensing of Railway Undertakings) (Amendment Etc.) (EU Exit) Regulations 2019 Draft Train Driving Licences and Certificates (Amendment) (EU Exit) Regulations 2019

Debate between Rachael Maskell and Andrew Jones

Tuesday 19th March 2019 General Committees

[Andrew Jones]

You are being quite tolerant, Mr Hosie. The hon. Member for Bassetlaw is correct to say that various opportunities will arise after we have left—I think we should be saying when, rather than if, we leave—the EU. It is fair to say that it would be easier to renationalise the railways when we have left, but the hon. Gentleman needs to reflect on his use of the word “easy”, because it would not be easy, and despite the last Labour manifesto saying that it would be free, there would be a giant cost to it. Renationalisation of the railways is not a matter for today, but these regulations would not impact on it, if a potential future, mistaken Government chose to make that mistake.

Regarding preparation, the key thing is that not many people will be affected by the two-year implementation period, during which we would seek to ensure that anyone with a train driving licence issued in the EEA had it relocated and issued here. The same goes for a rail operator. It may help the Committee if I highlight that on the rail operating side, we think just one operator is affected. It is a small freight operator in Norfolk that is not currently operational, and the regulator is already working with it to sort out the amendment to its licence.

Between 1% and 1.25% of train drivers in the UK have their licence issued in the EEA. To quantify that, it is about 250 people. Work between the operator and the regulator to correct the situation has been under way for about four or five months. We are not anticipating any problems whatever. It seems that two years is reasonable, considering that we are already well under way and the industry has welcomed the work in all our consultations.

[Rachael Maskell]

Can the Minister confirm that when the new regulator comes into force, the licence will have a simple transition and there will be no re-examination of train drivers?

[Andrew Jones]

It will, indeed, be a very simple matter. Our work is welcomed by the industry, as it brings clarity. We have taken a very pragmatic approach. It is not a question of seeking to cause problems; it is about ensuring that we have a regulatory framework for the smooth operation of our railways. Not precluding any future changes or packages, it is about now and having regulations in place should we leave without a deal. The industry has welcomed the proposed legislation, and that is the point I want to make. Only a very few people are involved.

The changes will make our rail sector regime more effective and provide certainty to train drivers and rail businesses. They will ensure a seamless transition of the existing licensing regime on exit day—not if there is an exit day. They will maintain the status quo and provide clarity, so I commend the statutory instruments to the Committee.

Question put and agreed to.

Draft Train Driving Licences and Certificates (Amendment) (EU Exit) Regulations 2019

Resolved,

That the Committee has considered the draft Train Driving Licences and Certificates (Amendment) (EU Exit) Regulations 2019.—(Andrew Jones.)

Rail Infrastructure Investment

Debate between Rachael Maskell and Andrew Jones

Thursday 17th January 2019 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

It is a pleasure to serve under your chairmanship, Mr Rosindell. I pay tribute to the hon. Member for Nottingham South (Lilian Greenwood) for her work as Chair of the Transport Committee and for her work in producing this report. I also thank her and other members of the Committee for the broader work that they do. I look forward to working with all of them over the months ahead.

I echo the words the hon. Lady started with on the importance of the rail industry to the UK economy. The Government fully recognise the importance of our nation’s infrastructure, and at its heart is our rail network. That is why we are investing record levels of rail funding—around £48 billion in the next control period between 2019 and 2024—in modernising our railway and giving passengers the reliable and punctual services they deserve. Our investment in vital railway works is aimed at what will improve performance for passengers and ensure safety and reliability. The operation, maintenance and renewal of the railway will help ensure smooth operation of the network. Our investment across the country, such as the £2.9 billion transpennine route upgrade, which I will talk about later; the ambitious works at Derby to modernise and improve the points and track there, completed on schedule in October; and the wider commitments, including dedicated funding for further improvements for freight and accessibility in the next investment period—all demonstrate how we are meeting the needs of passengers and freight users on our network.

The hon. Member for Brentford and Isleworth (Ruth Cadbury) mentioned fares. I am happy to point out that we are in the sixth year of capping regulated fare rises in line with inflation, and we are introducing new railcards so that anyone up to the age of 30 will have access to discounted rail fares. Our franchises support the introduction of record levels of private investment in the railway, including brand-new trains across the network.

The Labour party talks regularly about how the benefits of nationalisation will be cost-free, but the benefits of privatisation have brought investment, and nothing is more obvious than the arrival of the new rolling stock. We will see 7,000 new carriages enter service on our network over the next couple of years. The hon. Member for Oldham West and Royton (Jim McMahon) mentioned Pacer trains, and they will go this year as part of the renewal of rolling stock. It is worth pointing out that the rail franchise that dominated the north, including his and my area, was let in 2004 and expired only in 2016, and it was a no-growth franchise.

[Rachael Maskell]

Will the Minister give way?

[Andrew Jones]

Let me make a little more progress and then I will give way.

[Rachael Maskell]

It is important.

[Andrew Jones]

All right. I am always generous in giving way.

[Rachael Maskell]

Yes, I will grant the Minister that. Does he not recognise that the private sector is not investing in rolling stock? It leases the rolling stock off companies and so the amount paid has a massive premium—about a third more, as found out by Merseyrail, which has now purchased its own rolling stock.

[Andrew Jones]

How individual operating companies wish to own and run their rolling stock is up to them, but the point is that private investment and the private sector, whether it pays for a lease or for ownership, is delivering, and the public sector did not, which is why we have the long-standing Pacer trains on our network. The no-growth franchise was a significant feature. I am sure that those who let that now think that that was a mistake, because of course we have had significant growth in the north and we are playing catch-up.

It is fair to say that we had a difficult year on our rail network in 2018, as many colleagues here have said. We all know that performance declined, never more so than around the introduction of the timetable in May. But it is also fair to say that we have seen a doubling of passengers across our rail network over the past 20 or so years, which shows it is a ringing success, demonstrating the success of the public and private sectors working together to deliver significant and sustained improvement.

--- Later in debate ---

[Andrew Jones]

The wider considerations are taken into account. This is part of a broader plan. As the business case is created, it looks at economic benefits and environmental benefits. It is a wider case.

The hon. Member for Brentford and Isleworth asked about devolution. It is being considered as part of the Williams review, but the principle of devolution is a sound one. The suggestion that the Secretary of State is not supportive of Crossrail and the London Mayor is not correct. For example, TfL has run into some financial difficulties over the Crossrail cost overruns. We are helping it with a £2.1 billion credit facility, which it will pay back—it is a loan, not a grant. That is an important indication of how we are supportive of Crossrail and the London Mayor.

[Rachael Maskell]

I would like to return to the transpennine route. From meetings with officials, my understanding is that the challenge is not in the tunnel but across three bridges. For that reason, the electrification programme has not been advanced between Huddersfield and Stalybridge, which is the real game-changer. The challenge is also to make the necessary upgrades to accommodate future freight. Will the Minister assess the advice from Transport for the North to ensure that the proper full upgrade is brought to the line? It would have a significant impact on reliability and will drive efficiencies in the system.

[Andrew Jones]

I am very keen for that line to be upgraded and will ensure that all the opportunities to progress it are considered. I want to make it absolutely clear that there is no loss of ambition, but at the same time we must be very careful when industry experts tell us that if we do any more we will bring the network to a halt for just about every weekend in five years. That is the advice from senior levels in Network Rail. On getting on with it, that cannot happen soon enough as far as I am concerned.

Oral Answers to Questions

Debate between Rachael Maskell and Andrew Jones

Thursday 10th January 2019 Commons Chamber

[Andrew Jones]

Well, I can tell the hon. Gentleman that we will not be cancelling HS2, which is a positive project that will generate significant extra capacity right across our network. It is part of a modern, 21st-century rail network. With regard to the midland main line, we do not need to electrify the whole line in order to deliver the journey improvements, and we will see passenger benefits from a brand new fleet of trains from 2022.

[Rachael Maskell (York Central) (Lab/Co-op)]

Labour’s commitment to electrification has been unwavering, yet the Government have pulled electrification projects across the country. Last month we learned that the transpennine route will no longer support future freight, meet journey time ambitions or, without electrification, deliver on reliability either, depending instead on heavy and polluting diesel bi-mode trains—[Interruption.]

--- Later in debate ---

[Rachael Maskell]

As I was saying, it is a downgrade of a downgrade, so why will the Minister not listen to the advice of rail experts, which I know the Secretary of State has had, and fully electrify the route in control period 6?

[Andrew Jones]

That was absolute nonsense. Labour electrified 10 miles of existing network in all the 13 years it was in government. There has been more electrification in the north-west alone under this Government than in all those 13 years, so we will take no lessons from the Labour party on this. With regard to the transpennine upgrade, we are spending £2.9 billion. It is the biggest single project in control period 6, as I explained to the hon. Member for Manchester, Withington (Jeff Smith) only a moment ago. Rather than criticising, Labour Members should be supporting this project, and perhaps asking why they did not do it. We will take no lessons whatsoever from the Labour party, which did nothing at all for our rail network.

Train Operating Companies: Yorkshire

Debate between Rachael Maskell and Andrew Jones

Wednesday 19th December 2018 Westminster Hall

[Andrew Jones]

As the hon. Lady knows, we have a system in which individual rail companies and the regulator have collective responsibility for these things, and that is what failed.

[Rachael Maskell]

Will the Minister give way?

[Andrew Jones]

I have given way a lot, and I have a lot to get through if I am to get to the answers. I will make a bit more progress before I take more interventions.

The May timetable change was a significant problem caused by ambition not being followed through with sufficient time to implement it properly—that obviously did not happen in the school of the hon. Member for Colne Valley (Thelma Walker). In September we appointed Richard George, a respected industry figure, to co-ordinate and lead efforts by the operators and Network Rail to look at performance across the north. He is reviewing the performance of the region’s rail network and making recommendations to improve reliability. His focus will be on operational improvement in the short and medium term.

Mr George is an independent expert, and he will act on behalf of railway customers to assist organisations in delivering organisational improvements. He will have a facilitation role in helping industry to reach the right decisions and focus on improving passenger services. He has already helped to highlight particular problem areas, and he will provide his conclusions in the new year. In the meantime, Network Rail has established a programme management office, so as to prepare better and to improve management of future timetable changes. An early recommendation from Network Rail was that it would be prudent for most of the changes planned for December 2018—including those in the north—to be deferred until May 2019. As colleagues have noted, we accepted that recommendation.

The modest changes that took place on 9 December were designed to improve performance, especially that of TransPennine Express through Yorkshire. I am pleased to report that the results in the first week—I recognise that these are early days—were encouraging, with TPE’s punctuality for the first few days 15% higher than the equivalent period in the previous week.

Several Members mentioned the compensation offered for the problems in May, and we took early action to ensure that passengers were compensated for the disruption they experienced. Not everybody was disrupted, but there was disruption in many parts of the country, not just the north, and those who were delayed significantly were able to reclaim money under the delay repay scheme. We required Northern and TPE to establish compensation schemes targeted at the people affected. That meant that the compensation was more generous, and money was put back into passengers’ pockets more quickly. More than 14,000 claims from season ticket holders and regular travellers on Northern and TPE services have been submitted, and £1 million has been paid in compensation to date. This week the delay repay scheme was extended to cover delays of 15 minutes. That focuses on helping people to seek redress if something goes wrong, but our focus now is on improving reliability and the operational performance of the railways, so that we do not need such compensation schemes.

Industrial relations were raised, and that issue is having a significant impact on the economy right across the north of England, not just in Yorkshire. In an effort to break the deadlock, leaders from Transport for the North and I recently made clear a shared desire to have a second person on board Northern trains, not just on the platform. As I have said, if we need to change the franchise contract, I will not block that in any way. Indeed, we will go further and play our part in helping to develop a funding package to cover any financial implications from such a change. In looking at the dispute, I see that Northern and the Department for Transport have confirmed that individual jobs are secure and pay is secure right up to the end of the franchise. There can be change with respect to having people on trains. All those changes are what people who travel on the networks are looking for. In view of that, I call on the National Union of Rail, Maritime and Transport Workers to suspend the strikes and get talking again. I want the company and the union to sit and talk, and to bring things to a conclusion.

The Williams review is a significant piece of work. It is a root and branch review of the rail industry, led by the independent Keith Williams. We are seeking ambitious recommendations for reform that will ensure that the rail network delivers greater benefits for passengers. The investment from the Government and the private sector must result in improvements for passengers, to provide better capacity, better trains and more frequent services.

--- Later in debate ---

[Andrew Jones]

That was a repetition of the point that the hon. Lady made earlier, so I do not need to address it.

I gently remind hon. Members that we had a zero-growth franchise, which was put in place by the Labour party, and we are playing catch-up on under-investment. Labour Members may say that Labour invested steadily when it was in government, but the evidence is the exact opposite. We had a zero-growth franchise and are catching up from it. Let me consider what that catch-up might look like.

Although 2018 is clearly a year that passengers in the north would wish to forget, we should not overlook the fact that train services in the region will be changing fundamentally. A significant amount of investment will bring passenger benefits. On the infrastructure side, the electrification between Manchester and Preston, which I mentioned earlier, was finally energised last week and the first test trains are now operational. [Interruption.] It will benefit services across the north. That is my point. Electric passenger services will be phased in during the spring. Across the region platform lengthening is under way. Of course I recognise that performance is not good enough, and that is why we have made a change in the control period 6 budgets and priorities. Under CP6 there will be a budget of £48 billion. That covers the period from 2019 to 2024. The priority was moving away from enhancements to catching up on core reliability—the maintenance of the network.

[Rachael Maskell]

Will the Minister address the issue of the trans-Pennine route and the fact that reliability has now been taken off the table as part of the CP6 upgrade? It is vital that it should be put back on the table, to ensure that we get the connectivity that we need between Manchester and Leeds.

[Andrew Jones]

If I get time I shall come on to the trans-Pennine upgrades, but the core purpose of the CP6 investment, which is a record from any Government in British history, is to increase reliability and punctuality.

The key thing that passengers will notice is new trains. New rolling stock will come in on Northern, TransPennine Express and London North Eastern Railway networks in the coming months, including the removal of Pacers by the end of 2019. By this time next year the vast majority of the 500 brand new carriages committed by Northern and TPE will have been delivered, and the remainder will have been completely refurbished. TPE will have introduced its new Nova trains on the north trans-Pennine route and all the Pacers will be gone from Northern. There will be more services to add to those already delivered, especially at weekends; there will also be later last trains in the evenings and earlier first trains on Sundays. Elsewhere, LNER will begin introducing its new Azuma trains next year.

The trans-Pennine upgrade is a huge Government initiative—a £2.9 billion upgrade covering York to Leeds and Manchester. It is one third of the expected rail upgrade investment in the next control period, so it is a significant point. By the way, freight has been mentioned, and it is of course still under our consideration for northern trans-Pennine.

Post Offices (North Yorkshire)

Debate between Rachael Maskell and Andrew Jones

Tuesday 6th November 2018 Westminster Hall

[Andrew Jones (Harrogate and Knaresborough) (Con)]

I beg to move,

That this House has considered Post Office provision in North Yorkshire.

It is always a pleasure to serve under your chairmanship, Sir David. Let me begin by saying up front that I strongly support post offices and want to see them thrive. Everything that I will say about how we can make our post office network more sustainable for the future is to be taken in that positive way.

I sought this debate because of the closure of the Cold Bath Road post office in Harrogate and the proposed relocation of the Crown post office in Harrogate from its location on Cambridge Road to WHSmith. However, it is not just Harrogate in North Yorkshire that is affected. We are seeing the same relocation to WHSmith being proposed for York, Scarborough, Selby, Northallerton and, more widely in Yorkshire, in Beverley and Pontefract. We are seeing it in other parts of our country, too.

This debate has attracted attention from other parts of the UK. We are being followed by sub-postmasters up and down the country. I have had emails from the west country, Wales and much closer to home. They confirm that the underlying points I will raise are of wider concern. That was also clear from the meeting last week of the all-party parliamentary group on post offices, which discussed the relocation issue.

Post offices are an important part of our national infrastructure. They provide access points not only for post office services, but for banking and Government services. We are seeing huge growth in the parcels business through internet shopping, and the Post Office has developed very good products. We are seeing increasing use of post offices for their banking services. That is particularly important as the number of high street bank branches has fallen. That point has been highlighted to me by smaller, often independent traders. We are also seeing increasing use of the gov.uk Verify scheme. That service matters, as it helps to tackle the growing issue of identity fraud. The passport and driving services have been highlighted by local residents in Harrogate and Knaresborough as being valuable. The services matter, so post offices matter. The question with the relocations then is about how we ensure that the people of Harrogate can continue to access the services.

[Rachael Maskell (York Central) (Lab/Co-op)]

The hon. Gentleman is making a very good speech. In York, we too face the challenge of a post office closure. The post office has been there since 1884. It is on the main thoroughfare for tourists and residents coming into the city, and it is due to relocate to an area where footfall is falling massively—it is 15% down in the past two years. Does he agree that we need to look at the business case and the impact on the local community and local businesses when assessments are made of the future viability of a post office?

[Andrew Jones]

The hon. Lady makes an important point. I entirely agree that as these relocations are considered, the implications for business and the community must be considered in the round. I am aware of the location of the post office—York is a very near neighbour to Harrogate and Knaresborough—and its importance, and I strongly agree with the point that she has made.

Post offices matter and the services matter. The access point is absolutely critical, and I am not happy with the proposals. I have enormous reservations about the relocation of a Crown post office to a WHSmith. In Harrogate’s case, it is moving from Cambridge Road to the Victoria Centre. My key reservations are about access and security. On access, both locations are in our town centre, but parking in the immediate proximity is easier at the existing location. Disabled parking in particular is good at Cambridge Road, whereas for the Victoria Centre it is across the A61, a very busy road.

I did not know how the proposed location in WHSmith would work until I received an email from WH Smith at lunchtime today with significantly more information, followed by a six-page letter from the Post Office a couple of hours ago. Having been in meetings today, I have not had the chance to go through it in detail yet, but I will do so directly after the debate. Clearly it will answer some questions, but I think it will raise even more.

We now know that the proposal is to locate the post office on the first floor of WH Smith. There are lifts, escalators and stairs in the store, and the shopping centre entrance will be flat, but first-floor retailing inevitably has a lower footfall than ground-floor retailing. I spent many years in retail before I came to Parliament, so I know that first-floor and ground-floor locations are very different. I am sure that the email that I received at lunchtime was trying to help, but in reality it has made my fears worse. However, at least the Post Office has confirmed that all the staff in the very good Crown post office team will be TUPE-ed across and have some security, which is reassuring news for everybody.

On products and services, the Post Office has confirmed that all existing services will transfer with the location, but that Home Office passport services will not transfer. That is a loss. It feels as if the Post Office is in retreat, both physically and in its offer, when the opposite should be happening.

I must draw the Minister’s attention to the nature of the Post Office consultation. When it first got in touch with me, its email said that

“any proposed changes will be subject to a public consultation”.

However, at the all-party group meeting last week, it announced that the franchising decision has already been made and that it is a private commercial matter. I am not sure that those two comments are in any way consistent. We need a proper, wide consultation.

[Rachael Maskell]

I am grateful for the opportunity to intervene again. I, too, was at the APPG meeting. The Post Office made it very clear that its consultation was more about information exchange, rather than being a proper consultation. It said that it had already looked at access issues, but does the hon. Gentleman share my concern that it will not take note of those crucial issues?

[Andrew Jones]

That was indeed a very disappointing part of the Post Office’s response at what was otherwise a very good APPG meeting. I want the consultation to be much more wide-ranging. I want it to consider the views of the people of Harrogate; I am sure the hon. Lady wants the same for the people of York, and my hon. Friend the Member for Thirsk and Malton (Kevin Hollinrake) wants the same for his constituents. The issue affects locations right across north Yorkshire.

Public Sector Pay

Debate between Rachael Maskell and Andrew Jones

Monday 4th December 2017 Westminster Hall

[Andrew Jones]

The hon. Gentleman asked whether the Government have done research on the size of the pay bill; I have just detailed the numbers. We are acutely aware of how public spending has an impact across the country. Any expenditure has an impact on the local economy as money recirculates, so of course that point is understood.

[Rachael Maskell]

Will the Minister give way?

[Andrew Jones]

I am being very generous, but I will give way to a fellow north Yorkshire Member.

[Rachael Maskell]

I am grateful; I am looking forward to hearing about the Government’s generosity, because I want to know how much the Treasury is expecting public sector workers to receive in the total package, or the total envelope. How much—the figure?

[Andrew Jones]

I will come on to the process ahead. Despite the difficult economic circumstances from 2010, the Government have continued to invest in our public servants. We are helping them, alongside all others, to keep more of their money by increasing the personal allowance. That is a significant change. In 2010, the personal allowance stood at £6,475, but in the Budget only a few days ago, the Chancellor announced that in April 2018, the allowance will rise to £11,850. That means that public sector workers on a basic rate of tax will be £1,075 a year better off compared with 2010.

--- Later in debate ---

[Andrew Jones]

I draw the hon. Lady’s attention to the interview given by the shadow Chancellor yesterday in which he said that public sector pay reviews were always subject to negotiation. Perhaps he needs to have a conversation internally first.

Before any decision on pay is made, there is indeed a well-established process for the consideration of pay across the public sector. For local government workers, pay awards are considered by the National Joint Council for Local Government Services. Firefighters have the corresponding National Joint Council for Local Authority Fire and Rescue Services. The vast majority of the remainder are people employed in workforces with an independent pay review body. As part of the process, Departments will shortly submit evidence to the corresponding pay review body for their workforces.

[Rachael Maskell]

I must correct the Minister on what he has just said. Pay review bodies make a recommendation to Government, and the Government then do or do not accept it. There is no negotiation process in place.

[Andrew Jones]

I accept that—I was actually quoting the shadow Chancellor. Let me press on. The pay review bodies will consider evidence from stakeholders, including employers, Governments and unions, and they will make their recommendations in spring and summer next year. Secretaries of State will use the recommendations to inform the final pay awards in the normal way. The PRBs’ recommendations will recognise the wider economic context. The need remains for continued fiscal discipline, and Departments will take that into account when making any decisions.

Many Members have mentioned the NHS, which I want to spend a bit of time discussing. First, the Government are entirely committed to the NHS. Funding for the health service is at record levels. [Interruption.] Opposition Members may mock, but funding is in fact at record levels. They should be doing what we are doing, which is backing the service.

We know that pay restraint has been challenging and we are listening to the concerns of NHS staff and their representatives. We recognise that the NHS now faces greater pressures than at any point in its history, and the reasons for that are an ageing population, which is a significant challenge for western economies, and the greater demand that we are therefore seeing for NHS services.

Oral Answers to Questions

Debate between Rachael Maskell and Andrew Jones

Tuesday 18th July 2017 Commons Chamber

[The Exchequer Secretary to the Treasury (Andrew Jones)]

The South Tees Site Company is currently undertaking ground investigations to assess the levels of any contamination on the SSI site. The mayoral development corporation is leading on the development of plans for the future of the site. I look forward to working with my hon. Friend, the Mayor of the Tees Valley and others to promote the economy of the area.

[Rachael Maskell (York Central) (Lab/Co-op)]

In the Budget, the Chancellor promised a consultation on business rates, but we have not yet seen that. Businesses in York are really struggling and some are leaving the city because of the astronomical business rates. When will we have that consultation—what is the date?

Oral Answers to Questions

Debate between Rachael Maskell and Andrew Jones

Thursday 30th March 2017 Commons Chamber

[Andrew Jones]

There were a few points there. I shall relay to my hon. Friend the Member for North East Somerset (Mr Rees-Mogg) his socialist tendencies, which will be a surprise to him. The answer on suspensions is 18, and I cannot answer for the DCLG on when it will respond to the consultation.

[Rachael Maskell (York Central) (Lab/Co-op)]

7. What assessment he has made of recent trends in the level of investment in maintenance across the rail network.