Wessex Route Study (Passenger Capacity)

Steve Brine Excerpts

Tuesday 2nd December 2014 Westminster Hall

[Steve Brine (Winchester) (Con)]

Like other Members, I congratulate my neighbour, my right hon. Friend the Member for Basingstoke (Maria Miller), on securing this debate. It is about an issue that she and I have discussed more times than we care to remember, and I have a feeling that we will talk about it many more times over the months and years ahead.

Today’s debate is a great success, not least given my right hon. Friend’s brilliant speech. Often in this House, we talk about things that are declining and problems in this country, but debates about the railways start with a great success story. As my other neighbour, my right hon. Friend the Member for North West Hampshire (Sir George Young), correctly said, South West Trains is the victim of its own success, and that could be said of the railway industry across our country.

I do not wish to speak for too long, although time seems to be on our side—I want to hear from the Minister—but I want to make a couple of points. My right hon. Friend said that we must watch first class carefully. I completely agree; I have thought that for a long time. We have all seen surplus capacity in the first-class carriages. The TOCs need to watch that closely. I have often wondered whether the idea of first-class provision on our railways is an anachronism in the modern age, but maybe that is a debate for another day.

For my constituents travelling to and from Winchester, the issue is all about capacity. I have stations at Micheldever, Shawford and Chandler’s Ford in my constituency, but the vast majority of travellers, some 4.5 million a year, use Winchester railway station. Thousands commute from Winchester to London, primarily, each day.

I echo others in mentioning some of the success stories for my station and my service during this Parliament, which have been significant. A £3.5 million scheme brought the new decked car park to the station. I say to my neighbour, my right hon. Friend the Member for Basingstoke, that it is very good and very welcome, but we should watch the lighting inside, which has to be right or there will be serious and legitimate safety concerns. We have excellent new cycling facilities. As a vice-chair of the all-party group on cycling, I was pleased to see those facilities come online.

We have a fantastic new footbridge at our railway station. When I became a Member of Parliament, people had to get taxicabs from one side of the station to the other, which was ludicrous. We now have wi-fi on many services leaving Winchester, which is brilliant, and we have made real steps on late-night safety around our railway station with the opening of a ticket office so that people do not have to go through the dark side gate. South West Trains—I do not apologise for pressing it again on this—knows that it needs to do better on that.

I am a regular commuter, and I receive feedback from constituents. The reliability of services on South West Trains is very good, and I get good feedback from people in that respect. That is not the issue on which I want to focus today. As others have said, the issue is with the lack of seats on the 6.31 am, the 6.48 am, the 7.5 am and the notorious 7.18 am—standing with one’s face in an armpit is probably one of the best outcomes for which one can hope on that service—out of Winchester into London. That is what really hurts my constituents.

A constituent who knew I was hoping to speak in this debate sent me a note saying that the key issue is obviously overcrowding on the early-morning services into Waterloo: “With ticket costs increasing year on year, and with little discernible increase in seating capacity, insult is being added to injury.” The Wessex route study, which I welcome very much, confirms that and neatly illustrates the current chronic undercapacity of services from Winchester. He said, “This is not news, Mr Brine,” and I completely agree. He talks about adding insult to injury—a standard season ticket between Winchester and London costs £5,500 a year, which is, next to their mortgage, the second biggest outgoing for many of my constituents. They are entitled to a seat for that money.

[Mr Bradshaw]

Is the hon. Gentleman aware that First Great Western has reduced the number of first-class carriages on its trains from three to two? That is a very good idea, although were South West Trains to follow suit, would he urge it not to lose the only quiet carriage in first class? I never go there myself because I am always in standard class, but I have had complaints from a number of people in the south-west who now have to put up with a lot of noise, as well as paying quite high fares.

[Steve Brine]

The right hon. Gentleman and I have spoken many times about some of these issues on the all-party group on cycling. Yes, the number of carriages should be reduced where there is a surplus, but I was making a wider point about whether it is morally correct to have first-class and second-class carriages on the railways.

On the subject of the so-called quiet carriage, some of my constituents—and probably some of the right hon. Gentleman’s constituents—would find the idea of a quiet carriage laughable. Even though there are big signs on the windows saying that the carriage is a quiet carriage, many people seem not to notice. I have heard many mobile phone conversations in the quiet carriage during my travels, so the railways may need to do some education work.

I was talking about the cost of a standard season ticket for my constituents, which is huge. It actually costs more to get a season ticket from Winchester to Waterloo than it does from Southampton to Waterloo, even though we are nearer London. South West Trains is well aware of that issue, and I wish it would address the situation. Part-time season tickets are a nut that we have failed to crack, and I would be interested if the Minister had a comment on that issue. Smart ticketing is a coming issue, and I believe I am right in saying that it requires some sort of change at parliamentary level. Perhaps the Minister will clarify that situation.

High demand for peak commuter services to Waterloo from all our constituencies is, as my right hon. Friend the Member for Basingstoke said, expected to increase dramatically over the years ahead. She coherently set out the housing development in her area; in my area our local plan, which is almost complete, is for 12,500 houses in the district over the next 20 years. Two thousand houses at the Barton Farm site, which is but half a mile from Winchester railway station, have been given the go-ahead in the past few years. I bitterly opposed that development. Yes, there will be a new primary school on the site, and there will be other infrastructure improvements from such a big development, but a brand new mainline railway station will not be built for my constituents as a result of that development, so something has to change and something has to give.

Southampton airport is a very short train ride from my constituency. Passengers going to and from that airport come through my railway station, and air passenger projections are only expected to grow. People relocating from London to places such as Winchester are welcome, and we enjoy having them. They come because of the “cheaper” housing in Winchester—everything is relative in life, but housing is certainly cheaper than in west London. They come to Winchester for the good schools, the great quality of life and the fantastic Christmas market that we have right now, but they want to commute back into London. They have every right to expect that they should be able to do that, and many contact me to say that they are horrified at the cost and the standing that they have to endure.

There are things that we can do, and others have mentioned some of them. The national infrastructure plan published yesterday has some very good announcements for my area. As I said in the House, the improvements to junction 9 of the M3, on which I campaigned for many years, are incredibly welcome. The smart motorways technology around junctions 10 and 14 are also a welcome investment in our motorway infrastructure for my constituents. Credit to the Minister and his Department for doing that. I thank him on behalf of my constituents.

There are things that we can do as a city. One of the core corporate priorities of Winchester city council is to reduce the daily outward migration from the city for work, which is why the council is so keen to redevelop Station approach, to keep top-quality employers such as Denplan and to attract other big, quality employers, all of which reduces the necessity for people to travel to London every day. It is important that should happen. Those are all things that we can do, but we cannot control all of them. The issue is about capacity.

The key constraints for passenger services are highlighted in the study, which states:

“the layout of the Waterloo throat restricts the number of services that can access the platforms at any one time; the layout at Clapham Junction does not allow all trains that currently pass through the station to stop there”.

The study continues:

“A further constraint on the ability…to accommodate passenger growth is the capacity of some station car parks”.

We have gone some way in that respect, but many other places have not yet done so.

Capacity is the issue. I admit that I was sceptical about the local enterprise partnerships, but they are part of the solution, as is Hampshire county council. Winchester Action on Climate Change sent me a brief ahead of today’s debate and, judging by its name, it is keen on railway travel, as am I. The organisation makes some positive contributions, and it will be responding to the route study in due course.

My right hon. Friend the Member for Basingstoke talked about a significant plan of investment, which is exactly what is needed—now really is the moment for that. Ahead of this debate one of my constituents said to me, “A lot of the discussion points in the Wessex route plan are very big-picture and will take a long time, cost a lot of money and need a lot of political and stakeholder buy-in. What can we do in the short term?” I place one point on the record for the Minister’s consideration—I know he likes to muse on these things. As a temporary solution, could we make greater use of Victoria station for trains coming in from the Wessex area? I leave that idea for him to ponder.

You will be pleased to know, Mr Streeter, that I have nearly finished. First, however, I have some questions for the Minister. I know that St Pancras and all the investment there are very much on Ministers’ radars, but is Waterloo on the Minister’s radar? I do not know whether it is, but it needs to be.

[The Minister of State, Department for Transport (Mr John Hayes)]

I may be able to deal with that point now, so that we can settle the issue. Waterloo is absolutely on our radar. Further improvements will be made in terms of platforms coming into Waterloo, but I want to go a little further, as the Rail Minister for the day. I think we should take the lead from King’s Cross and St Pancras when it comes to the look and feel of some of our major stations. On that basis, we could do a great deal of work at Waterloo. I will ask officials to discuss the matter with the relevant people in the same spirit as my hon. Friend has shown.

[Steve Brine]

That is a fantastic response, and my colleagues here will be pleased to hear it. Today must be the start of the conversation. The document is an excellent starting point, and we will all respond to it, as it has been suggested we must. As a group, Members from Hampshire are happy to see the Minister at any time to help push this conversation forward.

Do the Government have a view on double-deck rolling stock, which is mentioned in the document? Clearly, there are lots of historical issues to do with bridges, which sometimes make that particular issue challenging, but does the Minister have a view?

We have had a good document, a good start and an excellent debate. I am glad to hear that Waterloo is so firmly on the Minister’s radar. However, we really have done as much as we can on car parking, wi-fi, cycle parking, foot bridges, the wonderful new concessions at Waterloo and making things nice for the traveller there. In many ways, that is the icing on the cake, but we now need to go back and work on the cake—that is about the infrastructure and the routes in and out of Waterloo. That is where we need real help and real change for all our constituents.

--- Later in debate ---

[Lilian Greenwood]

I thank the right hon. Lady for that intervention, and I will set out in due course some of the issues around investing in the railways to meet demand.

There are some short-term steps that can be taken toward the 60% increase in capacity that is required. I am sure that, like me, the Minister is regularly lobbied—perhaps he is not, as he is only the stand-in Rail Minister today—on the need to extend trains that are formed of fewer than 10 carriages or even 12 carriages. Substantial investment has gone into rolling stock over the last 15 years, and I am proud of the last Government’s decision to fund the removal of unsafe, slam-door coaches from the region. In particular, my right hon. Friend the Member for Warley (Mr Spellar) deserves credit for the steps he took when he was Minister of State for Transport to bring together the train operators and manufacturers to hammer out a solution, which, just a few years earlier, was thought impossible.

There are routes where more carriages could be added and more trains run. As the report makes clear, however, the increase in capacity could be as little as 3% on some routes in the Wessex area, and some sections of track have reached the effective limit of their capacity on current signalling systems. We cannot pretend that there are easy solutions. Network Rail is clearly exploring all the options, including, as the hon. Member for Winchester said, the possibility of running double-decker trains for the first time in Britain since 1971. In that case too, however, there are significant obstacles to overcome.

I would like to focus on two points: first, the need for better planning of investment and the co-ordination of infrastructure improvements with orders for new trains; and, secondly, the rising cost of living for passengers who have faced fare rises of 20% in the last four years. In some cases, the prices of season tickets have risen even faster, and fares are, of course, set to rise again in January.

The Wessex area is one of the busiest on the whole network in both passenger numbers and the frequency of trains. As right hon. and hon. Members have said, the railways have seen a spectacular increase in the number of passengers over the last 20 years. They now carry the same number of passengers as in the 1920s, on a network that is less than half the size. That growth is probably not a result of privatisation; it has happened because, under 13 years of the Labour Government, there was record public investment in our railways. We could contrast that with the early 1990s. Network SouthEast had a major rolling stock order cancelled, even though it would have provided new trains. Instead, the industry saw job losses and 1,000 days without rolling stock orders. It took Labour to intervene to get rid of those unsafe, slam-door, mark 1 coaches. Let me just give an idea of the scale of that spending commitment. Some £500 million had been spent on the South West Trains area by the early 2000s—the same amount that was provided to the entire Network SouthEast sector under the previous Conservative Government. I am very proud of Labour’s record of investing in the railways, and I am delighted that investment has continued under the current Government.

In the context of long-distance Wessex services, the study notes:

“Capacity has failed to keep pace with rising demand.”

It is clear that, in the long term, significant infrastructure improvements will be needed to accommodate more passengers and more trains. Although new services could be run today, they would come at the expense of reliability.

It is worth dwelling on some of the language used in the Wessex document. I think it is fair to say that the Wessex route study was not intended for a wide readership, but passengers should be aware of the decisions being taken about their services and of the potential impact on the quality of their journeys. Options are being considered even though they could adversely affect other services. Also, frankly, the English could be plainer. When the option of running more trains is raised, the route study says:

“At this level of network utilisation, further measures are likely to be required to ensure the service can be operated punctually and reliably”.

Of the Windsor line, it says:

“Increasing the overall level of service into London Waterloo to 20 tph”—

trains per hour—

“on the Windsor lines may have a small negative impact upon the overall level of punctuality and reliability”.

On the option of adding two more long-distance services an hour, it states:

“Additional performance mitigation measures may be required”.

Punctuality on South West Trains is already below the national average. It would be helpful if the Minister explained what exactly the effect would be on existing trains if infrastructure improvements were not made.

Of course, the plans also require the purchase of new trains: 72 new passenger trains are required in the peak by 2024, and 156 new vehicles are required by 2043. There is also the possibility of running specialised double-decker trains from Waterloo to Basingstoke and Southampton. I am sure that passengers would welcome the increase in the number of seats, but the challenges of raising and widening bridges and tunnels on the route are likely to be significant. There have already been too many decisions about rolling stock that have not been co-ordinated with infrastructure changes. The technical challenges of the proposals in the document show up the need for a proper long-term rolling stock strategy that will bring together decisions about procurement and infrastructure investment.

[Steve Brine]

Does the hon. Lady agree that we are uniquely well placed within the rail industry to do some of the things she has mentioned, because the South West Trains and Network Rail alliance is the bringing together, as far as possible within the legislative framework, of track and TOC?

[Lilian Greenwood]

I think that the deep alliance on the Wessex routes provides interesting opportunities, although there is much talk in the industry about the fact that, although it sounds good, what it will deliver is not clear. We really need to break down the fragmentation to make sure there is symbiosis between the planning of infrastructure and the procurement of rolling stock, which of course falls outside the alliance.

We also need to plan ways for the rail network to benefit from major projects, which, as the report states, include High Speed 2, Crossrail and, potentially, Crossrail 2. I am glad that HS2 Ltd is finally hiring an experienced operations manager to plan the options for integrating HS2 with the existing network. It would be good if the Minister updated us on the progress that has been made with that appointment. Crossrail 2 in particular could benefit the Wessex area, because some local services could enter the proposed tunnel at Wimbledon, freeing capacity at Waterloo. Whatever the Davies commission recommends, we want better rail links to Heathrow, Gatwick and regional airports such as Southampton. We need to know that that planning work is already under way and that decisions about allocation of that capacity are made fairly. Perhaps the Minister will deal with that point.

As the right hon. Member for Basingstoke, my right hon. Friend the Member for Exeter and the hon. Member for Fareham (Mr Hoban) said, it is also important to strengthen links between towns and cities outside London. For example, off peak, the Basingstoke to Portsmouth train runs at only 32 mph. Proposals for a faster Brighton to Bristol service are welcome, but, again, passengers will want to know the implications for existing local services.

The five-year control periods have been an important mechanism for funding the railways with a degree of certainty. A project that was due to be completed in control period 5 was the conversion of the Southampton to Basingstoke line from third-rail to overhead-line electrification, a project that could bring significant cost savings. It was included in the Government’s 2012 high-level output specification statement for this control period, but the route study says that conversion is intended

“between Basingstoke and the docks at Southampton at some point during CP6.”

There has been uncertainty about the wider electrification programme, with reported cost increases of at least £500 million, so will the Minister confirm today that the Basingstoke to Southampton project has been delayed?

Finally, but most important, passengers face ever-increasing travel costs, even when commuters are unable to board trains at stations and thousands are forced to stand every day. As the hon. Member for Winchester noted, some people’s season ticket costs almost as much as their mortgage. Fares have risen on average by 20% since 2010, even though wages have risen by only 5% in the same period, and they are set to rise again in January. Ministers’ decision to restore “flex” after the election has led to some fares rising even higher than the supposed cap. A season ticket from Basingstoke to London now costs £724 more than it did in 2010—an increase of 21.6%. There is evidence that “flex” has been used unfairly to target commuters who have no choice but to travel by train. The Government evidently agree, at least in principle, because they scrapped the “flex” for 2015—for one year only. I will finish by asking the Minister whether he will bring relief to commuters in Wessex and the rest of the country by implementing a real cap on fare rises, and scrapping “flex” completely.

--- Later in debate ---

[Mr Hayes]

My right hon. Friend needs to know that Basingstoke, North West Hampshire and Winchester are never far from my mind, and that they have been brought to the forefront of my mind today. As a result of this debate, I will ask my officials to take into account the views she has articulated and to make it perfectly clear that—in a proper, joined-up and coherent way—we consider some of the effects of growing population and the likelihood of that growth increasing demand for rail use. It would certainly be a fitting tribute to her and to the debate she has stimulated today for me to deliver that fresh thinking for her, which is precisely what I will try to do.

I think that the issue of ticketing was raised by my right hon. Friend—my hon. Friend the Member for Winchester mentioned it as well—and I am open to further consideration of the options, in terms of technological changes, that would speed up the ticketing process. I am also mindful of what my right hon. Friend said about fares. My commitment on fares is very clear.

[Steve Brine]

On ticketing, I specifically mentioned part-time season tickets, which constituents constantly raise with me. It is a smart-ticketing issue, but is that solely down to the train operating companies or is there a regulatory issue that the Government need to intervene on before part-time season tickets can be made available? Perhaps he will write to me on the subject.

[Mr Hayes]

I will write to my hon. Friend about the detail, but my view about all these things is that there should be a dialogue between the Government and the operating companies, because there we need lines of accountability for all public services to Government and, through the Government, to this House. When hon. Members raise such issues, it is important that there are means by which they can be communicated to the people who make the decisions. It is right that we have that dialogue, and I assure my hon. Friend that that will take place.

We understand the issues about housing and why my right hon. Friend the Member for Basingstoke introduced this debate, and we understand the implications of her argument. Responses to the consultation will, as I said, feed into the final version of the Wessex route study, which is due to be published next year. That will then help to inform the Government’s priorities for the next rail investment strategy for the period 2019 to 2024.

Finally, as I reach my exciting peroration, may I explain that as well as looking at potential funding priorities for control period 6, the Wessex route study is looking at much longer-term funding priorities for this route? I spoke about vision and dreams. We should be ambitious for this route and, in looking ahead to 2043, we need to think about long-term changes to supply and demand and about rail travellers’ changing expectations, including considering increasing capacity—extra tracks—on key sections closer to London or, indeed, Crossrail 2. Again, on those matters of longer-term funding, all hon. Members and all interested parties are encouraged to respond to Network Rail’s consultation before 17 February next year.

My right hon. Friend has done the House a great service in bringing these matters before it. The Government are wholly committed to the railways and to rail investment. We published our investment strategy for roads yesterday. That, and our approach to rail, is indicative of a breadth of thinking and a long-term approach in respect of a transport strategy that is, I think it is fair to say, unprecedented in its ambition. It is right that we should think in those terms, because infrastructure and investment only serve economic purpose—they feed the common good—by adding to individual and communal well-being. To that end, my right hon. Friend made an important contribution—