Colne to Skipton Railway Link

Debate between Rachael Maskell and George Howarth

Tuesday 29th October 2019 Westminster Hall

[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.

High Speed 2

Debate between Rachael Maskell and George Howarth

Wednesday 12th September 2018 Westminster Hall

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

It is a pleasure to serve under your chairmanship, Mr Howarth. I thank the hon. Member for Stone (Sir William Cash) for bringing forward the debate and all other hon. Members for their pertinent questions. Let us first remind ourselves why investment in growing our railways is imperative. We need investment in capacity growth and connectivity, which is being called for particularly in the north but also across the rest of the country. We also need to see environmental improvements, particularly in air quality. Rail provides a real opportunity for modal shift, whether from car to train or, indeed, from plane to train in the case of high-speed trains. We also need to invest in economic opportunity, so much so in the north, which for generations has missed out on the investment we have seen in London and the south-east.

However, we must be mindful of communities, the environment and construction costs. For such major infrastructure projects, we must also be mindful of skills, the opportunity for employment and how we develop engineering across the country. We must also be aware of the cost of getting it wrong. It is therefore right for hon. Members to call for reviews, investigations and transparency, because this is a publicly supported project about which the public demand answers, and they must receive them. As the project moves into a new phase of governance and leadership, it is important that a new approach is brought to high-speed rail to put in place the scrutiny that the public demand.

We must also get answers from the Minister. We have heard speculation and read reports, so today I ask her to clarify the actual costs of each part of phase 2—phase 2a, phase 2b east and phase 2b west—so that we can all understand the figures, how they have been derived and where costs fall. We must also understand the timeline, which we hear has been set back.

HS1 was hailed as a success, coming in on time and on budget, but clearly the rumours are that HS2 will not have such success. We need to understand why the learning of HS1 has not been translated into this project. HS1 is successful in bringing people from mainland Europe to the UK and in taking people to the south-east. We are proud of that project, but we must understand where the needs sit now.

I understand the public’s frustration. The complete chaos across our rail network over the last three months has set it in the minds of so many that rail can no longer be relied on. We have seen people stranded at stations, people losing jobs because a train has not turned up, and people not getting home to see their family in the evening. When the Government cannot even get the basics right, people are asking, “Why aren’t we getting things shored up before we move on to HS2?” We will read the Glaister report—I understand the interim report will be out later this month—which will address those issues, with interest.

We must have a fully integrated rail system, not one with segregated high-speed rail. I want assurances from the Minister that we will see that integration rather than have high-speed rail just for people who can afford premium rates, because that will not bring economic opportunity to the north. That is why Labour is clear that we would have one fully integrated rail network owned by the public and run by the public as we move forward.

We know that we must build more capacity on the rail network, that we must invest in the economies of the north and that people must be able to travel. The point about freight is important: we need more paths for freight. We must enable that serious modal shift and move freight off roads and on to rail. Investment is therefore imperative, as we know that the road haulage industry cannot recruit the drivers required to run the freight network on the roads. We must make those changes, and we therefore need available paths to do that. Building that capacity is essential, and the west coast main line will lend itself to that.

We also need leading-off capacity to the south-west, Wales and elsewhere across the north, including north of Manchester and York. Labour has closely considered how to develop a long-term plan for rail investment because, as many hon. Members have indicated, it is important to invest in the right places. We have been clear that creating a Crossrail for the north, bringing that connectivity to the north of the country, is our priority.

The Secretary of State’s decision not to electrify the trans-Pennine line has brought real damage to the north, but Labour will introduce reparation for that decision as soon as we come into government. We will ensure that someone can travel from Manchester, Liverpool, Leeds, Bradford, York or Hull, and down into Sheffield and up to Teesside and Newcastle. These are important decisions, and Crossrail for the north will be our priority, ensuring that we catch up on the timeline on which we have been so let down by this Government. Building connectivity to Sheffield will start to address the issues about what route HS2 should take in a faster way, because we wish to ensure that people can get to where they need to go. We must also invest in digital rail so that we get maximum capacity and opportunity from our railways. We must address the dreadful overcrowding that commuters experience day by day, because often people are not even able to get on the trains.

On speed, we believe that it is important to improve the east coast main line. Since we do not know when—or indeed whether—HS2 will be achieved, it is important that control period 6 provides extra capacity for speed and upgrades to the east coast main line. Travelling from York to London will take only 1 hour 31 minutes, and the additional time saving that HS2 will bring to cities such as mine will not be the reason why we need the additional spend required by high-speed rail. This is about capacity, not speed; it is about whether someone has a seat and can work or carry out their activities. That is why we need to invest in rail.

We must also ensure that we are responsible for the environment. I have met the Woodland Trust, and I am concerned about some of the environmental impacts of the project, particularly on sites of special scientific interest. We must be mindful that once things have gone, we cannot bring them back, and I believe that we must maximise our support for the environment as this project moves forward.

Today we have all identified wasted opportunities. Where, for example, is the cycle route alongside this network? That would make sense, but it has not yet been planned, despite its minimal cost. The hon. Member for Stafford (Jeremy Lefroy) mentioned a depot that suddenly appeared on land, and we must scrutinise every decision and decide whether it is imperative for each little piece of infrastructure to go ahead, or whether there are alternatives. It is certainly distressing to hear that so much construction will be delivered by road rather than rail, and it is important to consider that.

Finally, on economic opportunity, I agree with my hon. Friend the Member for Blackley and Broughton (Graham Stringer) that we need better connectivity to the north. Manchester is such an exciting city, but we cannot stymie its growth by denying it that much-needed connectivity. Liverpool is also moving forward and follows closely behind. We must ensure the right connectivity and invest in the right places. We need transparency on spend as we move forward. People are concerned; they are paying so much more for their rail fares, which have gone up by 35% under this Government, and they need to understand what the future will hold.

[Mr George Howarth (in the Chair)]

Order. The hon. Lady has exceeded her time.

Northern Rail Services: Greater Manchester

Debate between Rachael Maskell and George Howarth

Wednesday 6th June 2018 Westminster Hall

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

It is a pleasure to see you in the Chair this afternoon, Mr Howarth. I appreciate that many of your constituents in Knowsley have been frustrated in the past couple of weeks, whether travelling in the region or across the country. We heard about the issue in Monday’s urgent statement, of course. It was unprecedented: for 90 minutes 65 MPs of all parties relayed to the House the pain that passengers throughout the country were experiencing, including anxious students not able to get to college to sit vital exams, children late for school, adults late for work and, as my hon. Friend the Member for Bolton South East (Yasmin Qureshi) has said today, people who have lost their jobs. Family life has been disrupted and childcare made impossible; people do not know when they are going to get home of a night, and businesses struggle when staff do not arrive. In the heart of the tourist season there is the fiasco of trains being cancelled at peak times in the Lake district—we stand with the businesses there.

I was struck by the experiences of my hon. Friend the Member for Liverpool, Wavertree (Luciana Berger), who talked on Monday—column 63 in Hansard—about people who were fasting during Ramadan standing for five hours in blistering heat. Trains have been cancelled and delayed; they do not stop. People have been failed—“Northern fail” is the expression that comes to mind. The situation is not just in the north, but across the country. I know that passengers in the south-east in particular have also had years of that pain. We have a broken railway system.

I thank my hon. Friend the Member for Bolton North East (Sir David Crausby), who eloquently highlighted the pain of his constituents, particularly the pain caused by Arriva Rail North. Electric trains in his area should have been running from Manchester via Bolton to Preston last year, but it will be lucky if they do so by the end of this year. Northern provides a poor service to passengers and they now have their worst punctuality rating in eight years. As we heard, only 83% of their trains arrived within 10 minutes of the scheduled time. Of course, in the past week things have got worse, with trains often being cancelled altogether at weekends.

The story for passengers in Bolton is one of broken promises, within a completely deficient system, and they are of course dependent on a completely deficient compensation scheme. As we have heard, it is far too complex for passengers to engage with, and it does not work for multimodal transportation, so fewer people claim on it. We have heard that disabled people and parents with prams have no chance of using the railway. At certain points on the line the trains are already packed, as there are too few carriages to meet the need. In the new upgraded rail system there is still a need to install the overhead gantries for the power lines at places such as Chorley, Bolton and Salford. However, because of poor ground conditions due to uncharted shallow mines around those locations, a third of the foundations were unsuccessful at the first attempt. All that work was outsourced to the failed company Carillion.

I thank all hon. Members who have contributed to the debate—the hon. Member for Hazel Grove (Mr Wragg), who put some pertinent questions to the Minister, and my hon. Friends the Members for Stretford and Urmston (Kate Green), for Bolton South-east, and for Oldham East and Saddleworth (Debbie Abrahams)—for sharing the impact of the rail meltdown on their constituents. The upset, anger and frustration that have been heard in the House this week are nothing compared with the actual pain that we have heard about directly from the public. Despite all that, the Secretary of State could not find it in himself to apologise for the part that he played. The only reason he remains in his post this afternoon is that the Prime Minister is too weak to sack him. All that we got was his belief that he was clever in apportioning blame to everyone but himself. Others are to blame—I grant him that; but the person in charge, at the heart of it all, is the Secretary of State. Perhaps the Minister will offer an apology on his behalf for the fact that he has utterly failed the British public.

So what do we know? Network Rail ran into serious trouble during control period 5, not completing many of the planned infrastructure projects, including promised electrification upgrades. Did the Secretary of State know? Yes; he personally intervened, cancelling many electrification projects. Hon. Members will remember that that was the day after the House rose last summer—presumably to avoid questioning of the kind that happened on Monday. The right hon. Gentleman announced that trains that do not even exist would run in the future, and said they would replace the planned new electric rolling stock as on the TransPennine Express route.

It is deeply offensive that new trains that cannot accommodate wheelchair users have been put on that line. We heard how Network Rail failed to complete its timetabling programme and how the Secretary of State, despite initial denial, knew that that was coming over the horizon. He said on Monday that he took calls weeks before the new timetable was due to be introduced, but in his statement he failed to mention that, with regard to a company limited by guarantee, he was the one person in charge—allegedly. Therefore he is fully to blame. If he neglected or negated his responsibilities he should resign.

People in the industry whom I have talked to have told me that the crisis was long predicted. When the company moved the timetabling function to Milton Keynes a significant proportion of the very skilled timetabling staff were lost, so there were not the personnel to do the work required. I have also been told that the process of rescheduling an entire timetable normally takes the best part of a year, and at least nine months. Given that the project commenced in earnest in February, it was not likely to meet its own timetable, to be stress tested and to be sure to work.

The glaring absence is the fact that the Secretary of State did not at any stage intervene and postpone the new timetable—and we learned why. He is, it now appears, the only person on both sides of an apparent Chinese wall dividing his Department. On a wing and a prayer he ordered that the timetable change should go ahead. There was a threat that the operators—the private, fragmented companies that he always defends—would sue him or the Department if the timetable was withdrawn. They had received promises from him on the new timetabling: that in May they would be able to run their new trains, on new infrastructure and at new times. Their financial structures, including how they would afford to pay their levies to the Department and how they would pay their shareholders, could not be delivered unless all the new slots ran on the promised terms in the new timetable, as set out in the franchises.

I think that we can expect law suits to come flooding in now. After all, those private companies’ sole reason for existing is to drive profit out of the state. Those rail companies had hired their new trains for the new electrified lines and expanded timetables. I remind Members that they do not own their rolling stock, but lease it by contract at an exorbitant rate from consortia of investment companies and fund managers. These private profit companies exist to drive profit out of the train operating companies, which in turn drive profit out of the state, taxpayers and passengers. They have disposed of their old rolling stock and moved it on to their next customers, while the new rolling stock cannot operate on the de-electrified lines—you could not make it up, Mr Howarth.

Then there are the train operating companies, and today we have heard much about Northern rail and its failure. It went ahead and signed contracts, demanding that services be run down to the bone. We heard how it cut the number of crucial staff to maximise its financial gain, and it failed to maintain or recruit sufficient staff to run on the new timetable. It knew what was coming over the horizon, and it failed. It is also trying to get rid of train guards, the very people at the heart of looking after the needs of passengers. We have ended up with not enough trains or staff to meet the needs of a rushed and untested timetable, although I must say that the staff have been phenomenal across the rail network, and we salute them for all that they have had to contend with over the past few weeks.

Only the Secretary of State and his Ministers sit at the top table and the interface of track, timetable and train. He knew about these challenges but did nothing. He let this chaos happen, either through sheer incompetence or by hoping that it would be the least worst option. He is the head of every decision, which is why either he must resign or the Prime Minister should sack him.

One subject that was not mentioned on Monday was how much all this will cost the public or passengers through future ticket increases. The money has to come from somewhere. I am sure the TOCs will call for compensation—they always do—and we also have the compensation scheme, and a commitment to a new compensation regime, which fellow MPs are already saying will be insufficient and that more will be required. Will students who were not able to sit their crucial exams, or businesses that could not open their doors because their staff had not arrived, be able to claim compensation? How much will all this chaos cost? I put that point specifically to the Minister, because ultimately taxpayers or passengers will pay, and they need to know how much it will cost.

This story will not end happily ever after. First we get a revised timetable that, as we have heard, has in many places been much worse than the original one. Then we get the mass cancellations across the service. We have heard that whatever timetable is applied, the chaos will run for months and months into the summer. What has the Secretary of State offered? An inquiry that will report at the end of the year. Thank goodness the Transport Committee, chaired by my hon. Friend the Member for Nottingham South (Lilian Greenwood), will provide answers long before then through its own inquiry. The Secretary of State’s inquiry will not report until after the next set of timetable changes have been put in place in December, although I have heard that those changes have fallen behind schedule.

This chaos has forced passengers off trains and into their cars—a modal shift. We talk a lot about a modal shift across our railway system, but we aspire to it going the other way. When rail services do not work and fail the public, people jump back into their cars because they have no other option. That leads to more congestion on our roads, more frustration and more pollution to exacerbate our poor air quality. I am sure that the rail companies will challenge the Government about that fall in patronage.

The great British public have been completely let down by this Government and their failed rail model, and they are right to be furiously angry at the Secretary of State, who blames everybody else—the bosses at Northern rail, for example—while forgetting that he is in charge. That simply could not happen under Labour’s proposals for a new model of public ownership. We will scrap the juggling of multiple private company interests and have one rail service that works together in the interests of passengers. The Secretary of State could make a start by moving towards that model—that would massively satisfy passengers across the north—and he could take the contract away from Northern rail, and use his powers to start providing reparations for this complete disaster on our railways.

[Mr George Howarth (in the Chair)]

Before I call the Minister, I gently remind him that it is customary to leave enough time for the mover of the motion to respond briefly to the debate.