Wessex Route Study (Passenger Capacity)

Debate between Steve Brine and Lilian Greenwood

Tuesday 2nd December 2014 Westminster Hall

[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.