Future of Rail

Wendy Morton Excerpts

Tuesday 26th April 2022 Westminster Hall

[Mr Dhesi]

I can see several Members want to get in and normally I would be well up for taking interventions, but Sir Charles has intimated the lack of time. I apologise to Members on both sides, but I have only a few minutes.

Despite Conservative boasts in the Chamber about the record on electrification, the facts show that there is absolutely nothing to be proud about. The Government have reneged on plans to electrify east-west rail, as my hon. Friend the Member for Bedford (Mohammad Yasin) highlighted. According to Network Rail, 13,000 single track kilometres of rail or 88% of the total network should be electrified by 2050. However, between 2010 and March 2020, just 1,786 kilometres of rail track were electrified, meaning that only an additional 5,358 kilometres would be electrified by 2050. At the current rate, the Government will not get even halfway to their net zero target on electrification.

Perhaps the Minister will clarify this point, rather than just harking back a couple of decades to the days of the last Labour Government. How will this Government reach net zero targets on our rail network? We all know that the last Labour Government invested billions to modernise the old inefficient rolling stock. That is what their priority was. The priority now should be to tackle the climate crisis and electrify.

Part of the issue with the Government’s approach to the future of our railway infrastructure is its lack of detail, specificity and long-term commitment to investment. The devil is in the detail. Much to the dismay of the rail industry, the “Rail Network Enhancements Pipeline”, the document providing the detail on infrastructure delivery, which the Government have told the House will be published annually, is a mere 900 days out of date.

[The Minister of State, Department for Transport (Wendy Morton)]

It’s coming!

[Mr Dhesi]

Oh, it’s coming—only 900 days late, severely hindering industry players’ investment in their skills and technology and making future infrastructure programmes even more expensive and slower to deliver. Given the unheeded warnings regarding the enhancement pipeline, including a plethora of my own written parliamentary questions on this subject, perhaps the Minister will enlighten us today as to when the updated document will finally appear.

Then, of course, there is the distinct lack of accessibility, as ably highlighted by my hon. Friend the Member for Stockport (Navendu Mishra). I appreciate that the Minister has only recently taken on the rail brief, but considering the Government’s decade of rail mismanagement, what prospects are there for a promising future in rail under this Government? No doubt, the Ministers today will extol the virtues of Great British Railways as their innovative solution to revolutionise the railways and herald a bright future, but despite consisting of 113 pages, last year’s Williams-Schapps plan for rail lacked the detail necessary for the industry to understand its day-to-day operations.

As the barrister and legal commentator Max Hardy recently tweeted:

“A car journey costs the same if it’s planned 6 minutes ahead or 6 months ahead”.

If trains are not competing on price, comfort or convenience, what is the point of them? We need devolution and integration of our public transport, as was ably highlighted by my hon. Friends the Members for Cynon Valley (Beth Winter) and for Blackley and Broughton (Graham Stringer)—and, indeed, my hon. Friend the Member for Bolton South East (Yasmin Qureshi), who explained why the fragmentation and privatisation of the rail industry has ensured that there is such a disastrous impact on our railways. I hope that the Government will look back into taking the railways back into public ownership, so that we put people before profit.

--- Later in debate ---

[The Minister of State, Department for Transport (Wendy Morton)]

It is a privilege to respond to this debate under your chairmanship, Sir Charles. I start by thanking the hon. Member for York Central (Rachael Maskell) for securing this important debate on the future of the railways, and all hon. Members who have made contributions today.

As some hon. Members will know, the railways are close to my heart: both my paternal grandfathers worked on the railways, one in Wensleydale in North Yorkshire—for those who are not Yorkshire colleagues—and the other in County Durham. My dad was actually born in a railway cottage, so I like to think that I have a little railway heritage or railway stock in my blood.

I understand the importance of the industry and the magnificent railway heritage of this country. There is a lot to respond to in this debate. I will respond to as much as I can. It has been a very broad debate—a good debate—but there are some specific points that I want to cover, particularly the point about GBR HQ, which I will come to shortly.

The Government are committed to securing the heritage of our railways, now and in the future. Although I cannot comment today on specifics of the initiative in York, our plans for the future of rail will benefit the UK as a whole.

I will start with the Williams-Shapps plan for rail. The case for change has long been clear, and the need to move away from a model that delivered multiple franchise failures, falling passenger satisfaction, a timetable collapse, spiralling costs and a one in three chance of delays across the network. That is why we commissioned Keith Williams in 2018 to carry out the first root and branch review of the rail industry in a generation. Keith and his team identified six key problems facing our railways; I am sure hon. Members will be familiar with some of them.

The rail sector too often loses sight of its customers, both passengers and freight. It is missing opportunities to meet the needs of the communities it serves. It is fragmented, and accountabilities are not always clear. It lacks clear, strategic direction. It needs to become more productive and tackle long-term costs. It struggles to innovate and adapt.

The pandemic has only exacerbated those problems, with revenues down and costs up. The Government rightly stepped in with emergency financial support, from the start of the pandemic to the end of the previous financial year, spending almost £14 billion funding on passenger services. I also recognise the work of the industry in keeping services going through the pandemic. But that support cannot be open-ended and the need for change is greater than ever.

Hon. Members will be aware that the Williams-Shapps plan for rail, published in May 2021, set out the path towards a truly passenger-focused railway, underpinned by new contracts that prioritise punctual and reliable services, the rapid delivery of a ticketing revolution with new flexible and convenient tickets, and long-term proposals to build a modern, green and accessible rail network. We are confident that our ambitious programme for reform will address the problems that Keith identified and support recovery from the pandemic. To that end, we are now well on the way to the biggest transformation of the railways in three decades.

Central to our vision is the establishment of a new rail body, Great British Railways, which will provide a single familiar brand and strong unified leadership across the rail network. Once established, GBR will be responsible for delivering better value and flexible fares, and the punctual and reliable services that passengers deserve. Bringing ownership of the infrastructure, fares, timetables and planning of the network under one roof, it will bring today’s fragmented railways under a single point of operational accountability, ensuring that the focus is delivering for passengers and freight customers and encouraging integration across the system as a whole.

GBR will be a new organisation with a commercial mindset and strong customer focus. It will also have a different culture to the current infrastructure owner, Network Rail, and different incentives from the beginning. It will also be accountable to Ministers, ensuring that its focus is on providing value for the taxpayer, enabling innovation and delivering for passengers and freight customers.

[Dr Huq]

I am grateful for what the Minister is saying about the GB focus and the new thing coming. Will she look at the European examples that I mentioned? As a member of the Select Committee on Digital, Culture, Media and Sport, I know that tourism is a big thing in this country. It is worrying that people land in London and cannot get to Manchester without its costing a three-figure sum. Can the Minister sort that out, too?

[Wendy Morton]

The hon. Lady is demonstrating the need for a railway system that is not fragmented, and highlighting the importance of the rail industry, not just for commuters and travel to work, but for the tourism sector and leisure.

Private businesses have always played a big role on the railway, originally as its creators, then as providers of passenger and freight serves, and suppliers and partners to Network Rail. Privatisation has been a success story for the rail network, with passenger numbers doubling in the 25 years before the pandemic, and passengers travelling more safely. [Interruption.] Some hon. Members might not like that, but numbers have doubled in 25 years. The private sector has invested billions into new, modern trains and the upgrading of stations.

Our reforms are about simplification—

[Andrew Jones]

It would be helpful to remind this debate of what has happened in our railways over the past few years. After decades of decline, we reached the point where we had only 760 million passenger journeys per year. The situation transformed, under privatisation, to 1.8 billion passenger journeys a year. I think the Minister should continue her history lesson to the Opposition Members, who really haven’t got a clue.

[Wendy Morton]

I am grateful to my hon. Friend for the intervention. Let me continue, because he does make some very important points on the private sector. GBR will harness the very best of the private sector—innovation, an unrelenting focus on quality, and outstanding customer service—and fuse it with a single guiding mind, empowered to drive benefits and efficiencies across the system as a whole.

I will quickly touch on some of the points raised by hon. Members. A number spoke of reform; I want to be absolutely clear that we are committed to workforce reform, which will make the railways financially and operationally sustainable for the future, to deliver in the ways that passengers want, and provide greater opportunities and more flexible roles for employees.

We talked about GBR; we also have the GBR transition team in place. While transformation on this scale cannot happen overnight, the Government and the sector are committed to ensuring that benefits for passengers and freight customers are brought forward as quickly as possible. Since our plan for rail, we have set up the GBR transition team, fulfilling the plan for rail’s commitment to start interim arrangements immediately.

The hon. Member for York Central referenced her bid for York to be the GBR HQ, as did others—my hon. Friends the Members for Thirsk and Malton (Kevin Hollinrake), for York Outer (Julian Sturdy) and for Harrogate and Knaresborough (Andrew Jones). GBRTT is currently overseeing the competition to select the national HQ for GBR, which is to be based outside of London, ensuring that skilled jobs, investment and economic benefits are delivered nationwide and in line with this Government’s historic commitment to levelling up across the nation.

I am pleased to say that we have received an amazing 42 applications—an incredibly positive response to the recent expression of interest phase. Obviously, there was one for York, and six others were mentioned by the hon. Member for Paisley and Renfrewshire North (Gavin Newlands). I am conscious of time, and I know that there have been other debates on GBR’s possible HQ locations, but I do commend the hon. Member for York Central for her tireless advocacy of York in the past.

I want to quickly touch on other points in the time that I have. On RNEP, please be patient; we will be coming forward with that in due course. There were very specific requests from the hon. Member for Ellesmere Port and Neston (Justin Madders) around services, new franchising, and a request for a meeting. I am happy to pick that up after the debate.

Various points were raised around accessibility and tactiles by a number of colleagues. That is something that I feel is very important, and we are absolutely committed to increasing the tactiles to 100%, and Network Rail has received an initial £10 million to install tactiles.

[Sir Charles Walker (in the Chair)]

Rachel Maskell, you have one minute and 20 seconds.

Accessible Transport: Reference Wheelchair Report

Wendy Morton Excerpts

Tuesday 29th March 2022 Written Statements

[The Minister of State, Department for Transport (Wendy Morton)]

The Government are committed to ensuring disabled passengers have the same access to transport as everyone else, with assistance if physical infrastructure remains a barrier. We want disabled people to be able to travel confidently, easily and without extra cost.

Today, the Government are taking an important step to help fulfil their commitment in the inclusive transport strategy to review its use of the Reference Wheelchair standard.

The ISO Reference Wheelchair standard is the reference point for a range of vehicle and infrastructure designs used across the transport sector and referred to directly and indirectly in accessibility standards for public transport vehicles and infrastructure.

In 2021, the Government commissioned an assessment of the prevalence, dimensions and uses of wheeled mobility-aids in the United Kingdom in relation to the use of the Reference Wheelchair standard on land-based transport modes.

The findings of this assessment estimate that the current Reference Wheelchair standard accommodates 60% of wheelchairs, and 54% of wheeled mobility-aids. However, this does not necessarily mean that the current standards are inadequate, and there will be trade-offs between making transport more inclusive for all passengers by setting more stringent standards that accommodate larger wheelchairs, and the practicalities for transport operators to accommodate larger and more diverse mobility-aids within conventionally sized public transport vehicles.

However, these findings will be used to help form the broader evidence base to determine the design of future vehicles and transport infrastructure to meet mobility-aid users’ needs. In particular, we intend to use these findings to inform the forthcoming review of the Public Service Vehicles Accessibility Regulations 2000, which we expect to conclude by the end of 2023.

[HCWS730]

Great British Railways Headquarters: Crewe Bid

Wendy Morton Excerpts

Tuesday 29th March 2022 Westminster Hall

[The Minister of State, Department for Transport (Wendy Morton)]

It is a pleasure to serve with you in the Chair, Ms Rees. Before I respond to the debate more broadly and to hon. Members, I want to thank my hon. Friend the Member for Crewe and Nantwich (Dr Mullan) for securing this debate. Only a few weeks ago, I was here debating the merits of Carnforth as a potential location for the Great British Railways headquarters. This is the fourth debate on this subject, with previous bids being for Darlington, as my hon. Friend the Member for Darlington (Peter Gibson) will recall, and for York. It has been heartening to listen to these debates, and to hear hon. Members from up and down the country engaging in an important conversation and debate about the future of our railways, supporting bids from their towns and cities. We have heard examples of outstanding work, and I know there are many others.

As I said in the earlier debate, railways are close to my heart. Both of my paternal great-grandfathers worked on the railways, one on the Wensleydale railway and the other in County Durham. I found out recently, since becoming rail Minister, that my dad was born in a railway cottage. In my own way, I like to think that I have a bit of rail heritage in my blood. I understand the importance of the railway industry and the amazingly rich rail heritage of this country.

As my hon. Friend the Member for Crewe and Nantwich set out, Crewe has a proud rail heritage. Indeed, the Grand Junction Railway Company chose Crewe as the site for its locomotive works, as we have heard, and a railway station. Crewe was a small village and the railways transformed it into the vibrant railway town that we know today. The opening of the famous Crewe Works in 1840 heralded an era of tremendous growth for the town. When the Grand Junction Railway Company became a part of London and North Western Railway, one of the largest companies in the world at the time, Crewe Works found itself at the centre of its locomotive construction and maintenance.

Since 1837, the historic Crewe railway station has helped transform the town, as we have heard today, connecting Crewe to the rest of the UK and the wider world. It remains an important transport hub today. From the earliest days of the railways through to the modern day, Crewe has and will continue to play an important part of the railways in this country. Of course, my mailbox is evidence that there are many other towns and cities across the country that have played an important part in our railway heritage, which hon. Members are equally proud to represent. The response to this competition has been positive. I am pleased to say that, by the time the competition had closed on 16 March, we had received 42 applications, which is phenomenal.

Hon. Members will be aware that the Williams-Shapps plan for rail, published in May 2021, set out the path towards a truly passenger-focused railway, underpinned by new contracts that prioritise punctual and reliable services; the rapid delivery of a ticketing revolution, with new flexible and convenient tickets; and long-term proposals to build a modern, greener and accessible network. Central to the Williams-Shapps plan for rail is the establishment of a new rail body, Great British Railways. That will provide a single, familiar brand and strong, unified leadership across the rail network. Great British Railways will be responsible for delivering better value and flexible fares, and the punctual, reliable services that passengers deserve.

The competition for the national headquarters was launched by the Secretary of State on 5 February 2022, and closed for applications on 16 March. The GBR Transition Team is now evaluating the 42 submissions we have received from towns and cities across Great Britain, against a set of six criteria. It is important to understand those criteria: alignment to levelling-up objectives, connected and easy to get to, opportunities for GBR, railway heritage and links to the network, value for money, and public support.

The GBR Transition Team will recommend a shortlist of the most suitable locations, which will go forward to a consultative public vote, and then Ministers will make a final decision on the location of the headquarters, based on all the information gathered.

[Peter Gibson]

On the issue of the public vote, some locations that are bidding have a significant population and some locations, such as mine and such as Crewe, represented by my hon. Friend the Member for Crewe and Nantwich (Dr Mullan), have a considerably smaller population. Could the Minister outline for the House today what steps will be taken to ensure that proportionality is taken into account in weighing up those votes, so that small towns such as Darlington, which is bidding as where it all began, and Crewe, which is bidding as well, are taken into account and not swamped by those big places?

--- Later in debate ---

[Wendy Morton]

I am grateful to my hon. Friend for making that point. As I set out, in this competition, it is open to towns and cities to apply, and we have seen applications come forward from both towns and cities, as we have been hearing today and throughout the relevant debates. The important thing to remember is that there will be the consultative public vote but that is only one of a number of factors that we, as Ministers, will take into account. We will base our final decision on all the information that we receive. But I take on board the point that my hon. Friend has just made.

As I mentioned, I have been so pleased by the number of bids that we have received and by the quality of the bids. They have been of a really high quality. I am sure that, whichever location we choose, the future headquarters will go to somewhere that is truly deserving.

To go back to the points about GBR, it is important to recognise that Great British Railways will bring ownership of the infrastructure, fares, timetables and planning of the network all together under one roof. It will bring today’s very fragmented railways under a single point of operational accountability, ensuring that the focus is on delivering for passengers and freight customers. Great British Railways will be a new organisation with a commercial mindset and a strong customer focus. It will have a different culture from the current infrastructure owner, Network Rail, and very different incentives from the beginning.

The hon. Member for Sheffield, Brightside and Hillsborough (Gill Furniss) made the point about numbers, and what I can say is that the national headquarters will be of a modest size and we are not anticipating significant Network Rail relocations as a result of it, because the existing rail workforce will still have an important role to play. The new HQ will be based outside London. It will bring the railway closer to the people and communities that it serves, ensuring that skilled jobs and economic benefits are focused beyond the capital. That is very much in line with the Government’s commitment to levelling up.

I want to touch on a point about regional devolution. I have mentioned that alongside a new national headquarters, GBR will have regional divisions that are responsible and accountable for the railway in local areas, ensuring that decisions about the railway are brought closer to the passengers and communities that it serves. GBR regional divisions will be organised in line with the regions established in Network Rail’s “Putting passengers first” programme, which reflects how passengers and freight move across the network today. Cities and regions in England will have greater influence over local ticketing, services and stations through new partnerships between the regional divisions and local and regional government. Initial conversations are starting with local stakeholders on how those partnerships can best work together.

I would normally turn now to the various points and questions raised by hon. Members, but I sensed that there was a lot of consensus across the Chamber today, with each Member, whichever town they were supporting, making very passionate arguments in support of their town’s bid. I recognise that we have had contributions from my hon. Friends the Members for Congleton (Fiona Bruce) and for Eddisbury (Edward Timpson), the hon. Member for Weaver Vale (Mike Amesbury), my hon. Friend the Member for Darlington (Peter Gibson) and the hon. Member for City of Chester (Christian Matheson). I thank them all for those contributions.

To conclude, the reforms proposed under the Williams-Shapps plan for rail will transform the railways for the better, strengthening and securing them for the next generation. The reforms will make the sector more accountable to taxpayers and Government. They will provide a bold new offer to passengers and freight customers of punctual and reliable services, simpler tickets and a modern, green and innovative railway that meets the needs of the nation.

While transformation on this scale cannot happen overnight, the Government and the sector are committed to ensuring that benefits for passengers and freight customers are brought forward as quickly as possible. We have already sold 150,000 of our new national flexi-season tickets, offering commuters savings as they return to the railways. The transition from the emergency recovery measures agreements to new national rail contracts is under way, providing more flexible contracts that incentivise operators to deliver for passengers.

GBR will be an organisation that works alongside the local communities it serves. Integrated local teams within GBR’s regional divisions will push forward design and delivery with their partners, supported by new incentives that encourage innovation, partnership and collaboration. It will be designed and have the structure to become yet another example of this Government’s historic commitment to levelling up regions across the nation.

Both the Government and the GBR transition team welcome the interests and advocacy from all the respective cities and towns that have put forward bids, and I very much welcome the participation of hon. Members in the competition for GBR’s headquarters so that together we can deliver the change that is required. We look forward to building this new vision for Britain’s railways in collaboration with the sector and the communities, and the creation of GBR’s headquarters is one of many steps we are taking to achieve that.

Taxis and Private Hire Vehicles (Disabled Persons) Bill

Wendy Morton Excerpts

3rd reading
Friday 18th March 2022 Commons Chamber

[The Minister of State, Department for Transport (Wendy Morton)]

Let me start by saying a huge thank you to my right hon. and learned Friend the Member for Kenilworth and Southam (Jeremy Wright) for so expertly steering the Bill through the House. As a Back Bencher, I successfully steered two private Members’ Bills through this place, so I absolutely understand the huge amount of work that he is undertaking.

It is really good to see Members in the Chamber today. I appreciate that Friday is a constituency day, so the fact that Members are here supporting the Bill makes me understand even more how important it is and the amount of support that it has. Members have made it very clear that the Bill will make a big difference to their constituents.

As I have watched the Bill make progress, one key point has stayed with me, which is that disabled people make twice as many journeys by taxi and private hire vehicle as non-disabled people. We were reminded of that by my hon. Friend the Member for Clwyd South (Simon Baynes). Across all transport modes, just 69% of disabled people surveyed by the Government’s inclusive transport strategy baseline study were confident travelling, compared to 90% of non-disabled people. For many disabled people, travelling is often accompanied by fear, anxiety and stress. The Bill would directly address that disparity between disabled and non-disabled people when using a vital form of transport. It would provide rights and protections for any disabled person intending on travelling by taxi or private hire vehicle. It would place duties on drivers to provide reasonable assistance to any disabled person, and prevent them from charging extra for doing so. It would support the Government’s ambition for disabled people to have the same access to transport as everyone else. Those are the reasons why, I am pleased to say, the Government fully support the Bill. I also welcome the Opposition’s support for it.

Currently, if a passenger uses a walking frame to access a taxi or private hire vehicle, there is no specific duty on the driver to assist them in stowing their frame in the boot of the vehicle. Right now, if a prospective passenger has notified an operator or driver at the booking stage that they have dementia and may not be able to identify or find the vehicle when it arrives, there is no specific duty to assist them. At this time, if an assistance dog user books a private hire vehicle, the operator will not automatically break the law if they decide, simply because the person is disabled, to not send a driver. If a wheelchair user wants to use a taxi or private hire vehicle which is registered to a local licensing authority that does not maintain a list of designated wheelchair accessible vehicles, there is no specific duty on the driver or operator to carry them, either in their wheelchair or in the passenger seat. Those are just a few of the real life scenarios that disabled people up and down the country experience today—hon. Members have given other examples in this debate—and the Equality Act 2010 does not currently provide rights for or protections against them. The Bill would rectify that, ensuring all disabled people have rights and protections to access a taxi or private hire vehicle service, no matter where they are in Great Britain.

The Bill would create new responsibilities and amend existing ones for taxi and private hire vehicle drivers, private hire vehicle operators, and local licensing authorities. In particular, it would place reasonable duties on drivers to assist and carry any disabled person and, if applicable, their wheelchair or mobility aids, ensuring that no driver can make, or propose to make, any additional charge for complying with such duties. It would also require local licensing authorities to maintain a list of designated wheelchair accessible vehicles, thereby ensuring that the duties in section 165 apply to drivers of wheelchair accessible vehicles across the country—a point that several hon. Members have made today.

Additionally, the Bill would make it an offence for a private hire vehicle operator to refuse a booking simply because the intended passenger is disabled, or to prevent a driver from being subject to the duties under the Equality Act 2010. That will provide protections for disabled people, ensuring they are not refused a service before the vehicle has even been assigned. However, the duties simply would not work without the defences and exemptions in the Bill. As has already been highlighted by Members on both sides of the House throughout the Bill’s passage—rightly, I have to say—the majority of taxi and private hire vehicle drivers in this country provide a first-class service. That has been reiterated today. I was struck by the comments of my hon. Friend the Member for Darlington (Peter Gibson) about his “mum” test, which was a poignant point, but one that actually resonates with all of us, as we always want the best for our own families and loved ones.

The professionalism and dedication of taxi and private-hire vehicle providers to transporting essential workers during the height of the pandemic ensured that the country could continue to function. The Bill is not intended to penalise or put undue burdens on those drivers who already provide reasonable assistance to disabled people. In fact, those drivers would be unlikely to notice any difference at all in how they operate should the Bill pass. Instead, the Bill is intended to ensure that all drivers provide the level of service that the majority already provide.

Indeed, the Bill would not just benefit disabled people; it is also important to consider the wider benefits that it would bring, too. In economic terms, the disability charity Scope estimated that, based on household, below-average income figures, the spending power of disabled people and their households is £274 billion a year, with businesses calculated to lose £2 billion every month by not meeting the needs of disabled people.

The first barrier to people’s access to society—to work, to leisure, to shops, to cafes and restaurants—is transport. If a person decides not to leave the house because they cannot guarantee that the driver will assist them with stowing their walking frame in the boot of the vehicle, then we all, as a society, lose.

There are a couple of extra points that I want to cover in my comments, because these were raised today in the Chamber. The first one was around disability awareness training. The number of authorities requiring disability awareness training for taxi drivers has increased from 44% in 2019 to 49% in 2021. The number of authorities requiring disability awareness training for private hire vehicle drivers has increased from 41% to 46%. The Bill will not overcome all the barriers that disabled passengers face when using taxis and private hire vehicles, nor should it, because this is an important part of a much bigger picture. Requiring drivers to provide appropriate assistance and to prevent them from charging disabled people more than non-disabled people will only be effective if drivers understand the rights and expectations of disabled passengers and feel confident about providing the help that they need. That is why the Government will continue to encourage local authorities to require drivers to complete disability awareness training. We have also committed, as soon as legislative time allows, to require taxi and private-hire vehicle drivers to complete disability awareness training through new national minimum standards for taxi and private hire vehicle licensing. To support the sector in this, in 2020, the Government published their real disability equality training programme to improve the transport sector’s confidence and skills in delivering inclusive journeys for disabled passengers. This training package is underpinned by two really important values: respect and empathy. It also promotes two important actions: ask and listen. It has been developed with the engagement of transport sector professionals and people with lived experience of disability and it is freely available to any taxi or private-hire vehicle driver or operator wishing to improve their understanding and confidence when assisting disabled people.

The other couple of points that I want to touch on are around the broader issue of accessibility, but it is linked in with this debate, although there was quite a focus on railway stations—perhaps that is because I am the Rail Minister. In terms of access for all, I just wanted to say that this programme was launched in 2006, and, since then, £900 million has been released, about 212 stations have been made fully accessible, and smaller scale improvements have been made at more than 1,500 stations. The programme was extended until 2024 and will deliver more than 100 step-free routes and other important improvements at another 124 stations. I am grateful to Members for raising that issue and reminding us of the importance of accessibility. As ever, there is always more that we can do.

The issue of tactiles is also important. Network Rail estimates that 60% of British mainline station platforms have tactile surfaces. We are committed to making that 100%. It has received an initial £10 million to fit tactile surfaces at priority stations; further funding will be announced in due course. That is all important because it is about making improvements to the overall accessibility for those people who need assistance and a bit of support.

We have had an excellent debate. We have covered the differences between rural and urban constituencies, although many face similar challenges around accessibility. There has also been mention of Great British Railways and its HQ competition. I know that several hon. Members present have bids in for that; I will not name them but they know who they are—I think you are one, Madam Deputy Speaker. There were 42 bids and we await the outcome of the competition but there has been some healthy engagement.

The Government fully support the Bill. It will not only level the playing field of services that drivers provide for disabled people, but make a direct contribution to delivering a fully inclusive transport network. I again congratulate my right hon. and learned Friend the Member for Kenilworth and Southam on driving the Bill so far and I look forward to following its continued progress.

Oral Answers to Questions

Wendy Morton Excerpts

Thursday 17th March 2022 Commons Chamber

[Afzal Khan (Manchester, Gorton) (Lab)]

4. What steps he is taking to improve accessibility for disabled people using the rail network.

[The Minister of State, Department for Transport (Wendy Morton)]

We have extended the access for all programme until 2024 with almost £400 million to improve accessibility. The programme has already delivered lifts and other access improvements at more than 1,500 stations, with more to come in the next few years.

[Mr Speaker]

I hope that includes Chorley.

[Afzal Khan]

Disability access on the rail network is a major issue across the country. In my constituency, campaigners in Levenshulme have been calling for step-free access for years. We are making good progress, largely down to the determination of the community groups and local representatives who have brought the issue to the fore. What steps is the Minister taking to ensure that all stations have step-free access as standard, particularly Levenshulme, which is the busiest station with step-only access in Manchester outside the city centre?

[Wendy Morton]

Thank you, Mr Speaker, for raising your own station too. Levenshulme was nominated in the access for all main programme, but it was unsuccessful. The hon. Gentleman had a conversation with me about that. Let us be absolutely clear, however, that more than 75% of journeys are through step-free stations, compared with fewer than 50% in 2005. We are in the process of setting the funding envelopes for the next rail control period, which is 2024 to 2029. When further funding is available, any station without an accessible route into the station and to all platforms will be a potential candidate. It is an important topic. I recently visited Eridge station to see a project that had been completed there and as we know, it really makes a difference.

[Mr Speaker]

Including Chorley—excellent.

--- Later in debate ---

[Tom Randall (Gedling) (Con)]

7. What steps his Department is taking to help ensure that the frequency of train services in Netherfield, Burton Joyce and Carlton returns to pre-covid-19 outbreak levels.

[The Minister of State, Department for Transport (Wendy Morton)]

The pandemic is changing travel habits and we are starting to see some substantial changes in passenger demand for rail travel. As covid recedes, we must ensure that services are adjusted to meet changes in passenger demand. We are working with operators to consider what further changes might be possible at these stations.

[Tom Randall]

There is a widespread view in Gedling that rail services could be improved. For example, Carlton recently lost its direct service to Matlock and many trains pass through Burton Joyce without stopping. I continue to have discussions with East Midlands Railway about how it might reach the maximum amount of services in its agreement with the Department. I would welcome the opportunity to meet my hon. Friend to discuss how Gedling’s stations might fulfil their potential.

[Wendy Morton]

I appreciate my hon. Friend raising the matter and can see what a hard-working campaigner he is for his constituents. I assure him that we are working with the operator to consider what further changes might be possible, subject to passenger demand and the cascading of trains into East Midlands Railway. I am happy to meet him to discuss this in more detail.

[Alex Davies-Jones (Pontypridd) (Lab)]

8. What steps he is taking with Cabinet colleagues to mitigate the impact of rising fuel costs on motorists.

--- Later in debate ---

[Damian Collins (Folkestone and Hythe) (Con)]

9. What steps the Government are taking to encourage competition in the rail industry.

[The Minister of State, Department for Transport (Wendy Morton)]

As we create Great British Railways, we will work with the private sector to deliver for customers and taxpayers and restore competition through passenger services contracts as soon as possible.

[Damian Collins]

As international rail travel opens up post the covid pandemic, Eurostar still has an effective monopoly on services through Eurotunnel. What can the Government do to encourage other companies, in particular rail companies from Germany and Spain, that have expressed an interest in running alternative services through the tunnel?

[Wendy Morton]

I am grateful to my hon. Friend for that question. I was fortunate enough recently to visit both Eurostar and Eurotunnel. What I can say is that the UK Government would support the growth of international rail services given the significant benefits they could provide for the UK. We stand ready to engage with partners to facilitate new routes where there is a commercial proposition to do so.

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

In York, it is about not just competition but collaboration. We have 100 rail companies leading in rail operations and in high-end rail engineering. We find that collaborative approach not only benefits the industry but takes the future of our railways forward. What is the Minister doing to invest in rail clusters, similar to the clusters in which her colleagues in the Department for Business, Energy and Industrial Strategy are investing in other areas of the economy?

[Wendy Morton]

What I can say to the hon. Lady is how important innovation is within the industry. With the new relationship between Great British Railways, the train operators and the innovators there are new opportunities to trial and roll out innovations more rapidly. Central to that will be the better management and exploitation of data, and GBR will be in an excellent place to do that.

[Mr Speaker]

I call the Chair of the Transport Committee, Huw Merriman.

[Huw Merriman (Bexhill and Battle) (Con)]

We have gone from a situation where competition and franchising delivered £200 million in profits to the Treasury to the situation we have now, where the Government are funding rail to the tune of £15 billion. Some review of costs is of course inevitable. The Rail Minister spoke this week about workplace reform, so will she set out in more detail what those reforms will look like? Will the Government ultimately have the resolve to see this through?

[Wendy Morton]

I am grateful to my hon. Friend for those kind words. The Williams-Shapps plan for rail, which we published last year, set out the biggest change to the railway in three decades. We are committed to bringing forward that sector-wide reform. The country owes a great deal of gratitude to all railway workers for their vital work throughout the pandemic in keeping the UK moving, but it is important to recognise that the pandemic ushered in a financial crisis across the sector leading to interventions by Government to sustain the industry. Moving forward, the railway must be financially and operationally sustainable for the future so that it delivers the service that passengers want.

[Chi Onwurah (Newcastle upon Tyne Central) (Lab)]

10. What steps he is taking to improve the (a) quality and (b) affordability of bus services in Newcastle as part of the Government’s levelling-up agenda.

--- Later in debate ---

[Mr Peter Bone (Wellingborough) (Con)]

T5. The Government’s proposal to move the headquarters of the Great British Railways out of London is a great levelling-up proposal. Clearly the headquarters will have to be in the east midlands, which is the poorest region in the country, and I would guess that they will have to be in a town whose rail history goes back to 1850, whose railway has probably been newly electrified and which has a station island where there could be a development, and whose council has welcomed the proposal. May I save the Secretary of State a lot of time, worry and energy by suggesting that he should simply announce today that the headquarters will be in Wellingborough?

[The Minister of State, Department for Transport (Wendy Morton)]

My hon. Friend tempts me, but, as he will know, the competition closed yesterday. We have seen some fantastic bids from local authorities represented by Members on both sides of the House. There is real enthusiasm, and not just in my hon. Friend’s constituency. The shortlist will be announced in due course.

[John Spellar (Warley) (Lab)]

T7. The Secretary of State talked about electric buses earlier, but there is also the option of hydrogen. We have a groundbreaking hydrogen industry, while the Chinese have a real grip on electric bus technology. The West Midlands wants to buy hydrogen buses, and Northern Ireland wants to build them. The blockage seems to be the negative attitude of the officials in the Department. Can the Secretary of State sort that out, not only to help the environment in the west midlands but to give a much-needed boost to an emerging British industry?

--- Later in debate ---

[Mr Philip Hollobone (Kettering) (Con)]

T8. When will the superb canopy restoration work be completed at Kettering railway station, and what other refurbishment and improvement works are planned for the station?

[Wendy Morton]

I am grateful to my hon. Friend for that question. I know he has been and continues to be a great campaigner for his constituency. I can assure him that the Kettering station canopy works are due to be completed in April and that a new national rail contract is being negotiated that will consider future investment plans.

[Mr Speaker]

I call Grahame Morris. Not here. I call Rob Butler.

Sir Richard Shepherd

Wendy Morton Excerpts

Thursday 10th March 2022 Commons Chamber

[The Minister of State, Department for Transport (Wendy Morton)]

Let me first convey my grateful thanks to my hon. Friend the Member for Stone (Sir William Cash) for securing the debate, and for sharing with us all so many memories and so many stories, but also for sharing his tributes with those of colleagues. You shared one of your own memories, Madam Deputy Speaker. We also heard from my hon. Friend the Member for Harwich and North Essex (Sir Bernard Jenkin), my right hon. Friend the Member for New Forest East (Dr Lewis), my hon. Friend the Member for South Norfolk (Mr Bacon), and my right hon. Friends the Members for South Holland and The Deepings (Sir John Hayes), for Chingford and Woodford Green (Sir Iain Duncan Smith), and for Rayleigh and Wickford (Mr Francois). On a Thursday afternoon, when many Members will have left for their constituencies, the fact that so many colleagues are here this evening is a huge tribute to Richard.

Richard—Sir Richard—was a decent man. He was fair, honest and thoroughly principled, as we have heard. He was someone who cared for his constituency and his constituents. It was said that when many cared about spin, Richard cared about substance. Today has been an opportunity for Members to share their feelings and their condolences. I know, as the current Member of Parliament for Aldridge-Brownhills, that in the last couple of weeks constituents from right across the constituency—I do not know whether to call it my constituency or his constituency: our constituency, perhaps—have emailed me, stopped me in the local supermarket and approached me in Aldridge village, on Brownhills High Street and in the communities in between, to share their stories and ask me to pass on their sympathies, which I have duly done. They have expressed the joy that they felt and that was felt across the constituency when Richard was knighted. He made a difference to the lives of so many people. One constituent said:

“To call on Sir Richard in a time of need was to know that he would do all he could to either assist with the problem himself or find someone who could.”

That is important to all of us in this place.

It did not matter which political persuasion someone came from; many local people had reason to be grateful for Richard’s help. I would like to share one story that was shared with me by a constituent. I am sure she will not mind me naming her: she is a lady called Sue Satterthwaite. She is our local historian in Aldridge. She told me that when David Partridge received his MBE, Sir Richard invited him, three members of his family and Sue for a tour of Parliament. Richard met everyone in Westminster Hall, and after a few moments, he asked Sue to step a little to the left. When she asked why, he said:

“That is perfect. I know how much you value our democracy and the history of this place. You are standing on the exact spot where Charles I received his death sentence.”

Sue shared that story with me. For that constituent, Sir Richard created one of the most memorable days that she had experienced. That was something that he was able to do. It is also a powerful reminder of the importance of democracy, as we watch all that is going on around the world, particularly at the moment.

I join my hon. Friends in this place this evening to pay tribute to Sir Richard Shepherd, my predecessor, who I know represented his constituents with a tremendous sense of duty and purpose. As we have heard, he was a strong and independent voice. He was never one to shy away from the controversial debate, and he was often even argumentative. He is remembered by some as a Maastricht rebel, back in the 1990s, and in holding true to his views on the European Union he remained fearless, as we have heard. His often principled stance is to be celebrated. His record in defence of whistleblowers and his fight for transparency is to be applauded. He was greatly loved and respected in Aldridge-Brownhills for 36 years, and greatly respected by his friends and colleagues in this place. He was a fine parliamentarian, and our thoughts are with his family at this time.

It has been an absolute privilege to respond to this debate on behalf of the Government, and I again say to thank you to my hon. Friend the Member for Stone.

[Madam Deputy Speaker (Dame Eleanor Laing)]

I am sure the whole House would like to thank the hon. Member for Stone (Sir William Cash) for having secured this debate and provided an opportunity for the House to pay tribute to one of its greatest ever Members. Sir Richard was a passionate parliamentarian, and we will not see his like again.

Question put and agreed to.

Great British Railways Headquarters: Carnforth Bid

Wendy Morton Excerpts

Tuesday 8th March 2022 Westminster Hall

[The Minister of State, Department for Transport (Wendy Morton)]

Thank you, Mr Efford. First, I thank my hon. Friend the Member for Morecambe and Lunesdale (David Morris) for securing today’s debate. Although it is my first debate on the location of the Great British Railways headquarters, I am very aware that it is the third that has taken place in this Chamber, with previous ones on the merits of Darlington and York. It is really heartening to see hon. Members from up and down the country doing fantastic work supporting the bids of their towns and cities.

Railways are close to my heart. Both of my grandfathers worked on the railways—one in Wensleydale and the other in County Durham—and I found out only recently that my dad was actually born in a railway cottage. I do therefore have an understanding of the importance of the industry, and also of the amazing rail heritage across this country.

As my hon. Friend has set out, Carnforth has a significant rail heritage. At its peak, Carnforth was a meeting point between three major railways, and it grew into an important railway town. My hon. Friend touched on the film “Brief Encounter.” When the English film director Sir David Lean was looking for a railway station to film the 1945 classic, it was no coincidence that Carnforth station became the backdrop for such a romantic movie. Today, the film is one of many attractions at the Carnforth Station Heritage Centre. In addition, Carnforth is the headquarters of West Coast Railways, which operates several regular steam trains, most notably the Jacobite, giving passengers the opportunity to travel on historic steam locomotives. For that reason alone, I know that Carnforth will continue to have an important role to play in our railways.

My mailbox is great evidence of the fact that there are, of course, many other towns and cities across the country that have played an important part in our proud railway heritage and that hon. Members are very proud to represent. I look forward to seeing the many outstanding applications for the new GBR headquarters that we will receive before the competition closes on 16 March.

[Cat Smith]

I had not realised the Minister’s railway credentials in terms of her parentage—clearly, she was born to do the role that she does today. One of the restrictions that stops some towns bidding for the GBR headquarters is that towns that are not currently connected to the rail network are not eligible. I also represent Fleetwood, which is not on the rail network. It has now been about two years since the residents of Fleetwood were promised that the railway would be brought back to the town; I believe that the Prime Minister visited just ahead of the 2019 general election and promised us that. Can she give us any update on when we might see that?

[Wendy Morton]

The hon. Lady is right to highlight Fleetwood, but I am sure that she understands that I am not in a position to give her an update today.

As hon. Members will be well aware, the Williams-Shapps plan for rail, which was published in May 2021, set out the path towards a truly passenger-focused railway, underpinned by new contracts that prioritise punctual and reliable services; the rapid delivery of a ticketing revolution, with new flexible and convenient tickets; and long-term proposals to build a modern, greener and accessible network. Central to the Williams-Shapps plan for rail is the establishment of a new rail body, GBR, which will provide a single familiar brand and a strong unified leadership across the network. It is worth noting that GBR will be responsible for delivering better value and flexible fares, and the punctual and reliable services that passengers deserve. Bringing ownership of the infrastructure, fares, timetables and planning of the network under one roof will bring today’s fragmented railways under a single point of operational accountability, ensuring the focus is delivering for passengers.

GBR will be a new organisation with a commercial mindset and a strong customer focus. It will also have a different culture to the current infrastructure owner, Network Rail, and very different incentives from the beginning. GBR will have responsibility for the whole railway system, with a lean national headquarters as well as regional divisions. The national headquarters will be based outside London and bring the railway closer to the people and places that it serves, ensuring that skills, jobs and economic benefits are focused beyond the capital in line with the Government’s commitment to levelling up.

The competition was launched by the Secretary of State on 5 February 2022 and the GBR transition team are now welcoming submissions from towns and cities across Great Britain. Prospective local authorities are asked to submit a short expression of interest to the GBR transition team explaining why they are best suited to meet a set of six criteria for the national headquarters. These are: alignment to levelling-up objectives; connected and easy to get to; opportunities for GBR; rail heritage and links to the network; value for money; and public support.

The GBR transition team will then create a shortlist of the most suitable locations, which will go forward to a public consultation vote. Ministers will make a final decision on the headquarters’ location based on all the information we have gathered. Applications for the competition close on Wednesday 16 March, and I look forward to receiving lots of applications.

As I previously mentioned, alongside a new national headquarters, GBR will have regional divisions responsible and accountable for the railway in local areas, ensuring decisions about the railways are brought closer to the passengers and communities that they serve. The GBR regional divisions will be organised in line with the regions established in Network Rail’s “Putting Passengers First” programme, which reflects how passengers and freight move across the network today. Cities and regions in England will be given greater influence over local ticketing, services and stations through new partnerships between regional divisions and local and regional government. Initial conversations have started with local stakeholders on how those partnerships can best work.

The new GBR HQ that we are talking about today is not the only way that the Government are focused on levelling up the railways. We published the integrated rail plan on 18 November 2021, which is an ambitious strategy setting out £96 billion of investment into the railways of the north and the midlands to be delivered over the next 30 years. The plan sets out how the Government will deliver real and meaningful improvements to communities in the north and the midlands, and support economic growth by transforming east-west and north-south links.

I am grateful to my hon. Friend the Member for Morecambe and Lunesdale and the hon. Member for Lancaster and Fleetwood (Cat Smith) for sharing with me a little more insight into Carnforth and its railway heritage. I look forward to receiving their bids and all the other bids in due course.

In conclusion, the reforms proposed under the Williams-Shapps plan for rail will transform the railways for the better, strengthening and securing them for the next generation. The reforms will make the sector more accountable to taxpayers and Government. They will provide a bold new offer to passengers of punctual and reliable services, simpler tickets and a modern, green and innovative railway that meets the needs of the nation. While transformation on this scale cannot happen overnight, the Government and the sector are committed to ensuring the benefits for passengers are brought forward as quickly as possible. New national flexible season tickets are already on sale and the transition from the emergency recovery measures agreement to new rail contracts is under way.

GBR will be an organisation that works in tandem with the local communities that it serves. It will be designed to have the structure to become yet another example of this Government’s historic commitment to levelling up the regions across the nation. The Government and the GBR transition team welcome the interest of Members and their advocacy for their respective cities and towns, and welcome their participation in the competition for GBR’s headquarters. Together, we can deliver the change that is required. We look forward to building this new vision for Britain’s railways in collaboration with the sector and communities. The launch of the GBR headquarters is one of the many steps that we are taking to achieve that.

Question put and agreed to.

Taxis and Private Hire Vehicles (Disabled Persons) Bill

Wendy Morton Excerpts

Committee stage
Wednesday 9th February 2022 Public Bill Committees

[Gill Furniss]

I completely agree. I represent an area where a large number of taxi drivers live. At one point, my son-in-law was a taxi driver; I praise him every day for his past service. He spent a lot of time taking renal patients to hospital in the early mornings. The job is about not just picking up people from the roadside but getting people to dialysis and children with special needs to school. It is something of a public service.

I invite the Minister to outline how she intends to work with local authorities to ensure that the message is effectively communicated to all taxi and private hire vehicle drivers.

I conclude by once again commending the right hon. and learned Member for Kenilworth and Southam for progressing the Bill and the Minister for giving it the Government’s support. The Bill will not put an end to the discrimination that disabled people continue to face every day, but it is a big step in the right direction. I look forward to working in the spirit of cross-party co-operation to ensure that it delivers on its aims.

[The Minister of State, Department for Transport (Wendy Morton)]

It is a pleasure to serve under your chairmanship, Mrs Murray, in this Committee to consider the private Member’s Bill of my right hon. and learned Friend the Member for Kenilworth and Southam. I put on the record my thanks to him for his dedication and hard work in bringing the Bill forward.

First, and most importantly, I would like to reiterate a point raised on Second Reading: the vast majority of taxi and private hire vehicle drivers provide a professional and first class service, as we have heard from hon. Members on both sides this morning. They strive to support all passengers, both disabled and non-disabled, including during the worst of the covid-19 pandemic. The Bill is not intended to unfairly penalise or put unreasonable burdens on these drivers—indeed, it will make things fairer for them. It is not right that some drivers have legal duties under the Equality Act 2010 while others do not. The Government remain committed to ensuring that disabled people have the same access to transport as everyone else, which is why I am pleased to confirm that the Bill has the full support of the Government.

At present, only wheelchair users and assistance dog users have the rights and protections under the 2010 Act concerning the use of taxis and private hire vehicles. Even those rights and protections do not apply consistently. Clauses 1 and 4 would rectify that by creating new duties to ensure that any disabled person who could reasonably travel in a taxi or private hire vehicle is protected against refusals and extra costs, and afforded reasonable assistance to make their journey in comfort and safety, regardless of their disability and whether the vehicle is wheelchair-accessible or not, provided that their wheelchair or mobility aids can be carried safely and reasonably in the vehicle.

I am pleased to say that the Bill would go further than rectifying that inconsistency. In addition, it would afford disabled passengers assistance in identifying the vehicle where appropriate. Crucially, it would also strengthen existing duties. Clauses 1, 3 and 5 would tighten the wording in the 2010 Act to ensure that the duties are appropriately defined. In particular, clause 3 would remove the postcode lottery for the duties applied to wheelchair-accessible taxis and private hire vehicles by requiring all local licensing authorities to maintain and publish a list of wheelchair-accessible taxis and private hire vehicles. That is currently not a requirement.

Although I am pleased that 70% of authorities in England have none the less chosen to provide such a list, 30% still do not. The Bill will address that, ensuring that drivers of vehicles on such lists will be subject to the relevant duties. I am satisfied that defences are in place for cases in which a driver could not reasonably have known that a passenger was disabled or required mobility assistance, or could not reasonably or safely have carried the passenger and their wheelchair or mobility aids.

--- Later in debate ---

[Sally-Ann Hart (Hastings and Rye) (Con)]

It is worth noting that clause 3 standardises the lists across all local authorities. That is very welcome because, as Members will know, rules are not currently standardised across all local licensing authorities.

[Wendy Morton]

My hon. Friend makes an important point. It is important to ensure that disabled people and people who require help or a wheelchair have confidence that this information is available and consistent. Let us face it: people do often move around from one local authority to another, so consistency is important.

Our expectation is that all local licensing authorities already have data available on wheelchair-accessible vehicles, as they already provide this data to the Department for Transport annually. The hon. Member for Sheffield, Brightside and Hillsborough asked about the cost to local licensing authorities of publishing such a list, and we expect that cost to be low. To support local licensing authorities to implement the new duties, the Government will update our current statutory guidance in advance of the Bill’s commencement. I hope that offers the hon. Lady the reassurance that she is looking for.

The Bill would greatly support the Government’s aim of improving the accessibility of the transport network by increasing assistance and protection against discrimination for disabled taxi and private hire vehicle passengers. I reiterate my thanks to my right hon. and learned Friend for his hard work and for the collaborative way in which we have got to this point. I look forward to following the Bill through its remaining parliamentary stages.

[Jeremy Wright]

With your leave, may I begin by thanking you, Mrs Murray, for shepherding us so efficiently through this process? I also offer my thanks to your Clerk, who has given me some very sage advice throughout the Bill’s passage. I hope that he will not stop now and continue to offer that advice as we move forward to the remaining stages.

I thank very much the hon. Member for Sheffield, Brightside and Hillsborough, who speaks for the official Opposition, for her support for the Bill, and I thank my hon. Friend the Minister for everything that she said. May I take this opportunity to congratulate my hon. Friend on her well-deserved promotion in the Department? I hope that she will continue to take an active interest in the Bill as it proceeds.

Finally, I thank every member of the Committee for their engagement. As everyone has said, this is an opportunity to improve the lives of people in this country who have disabilities. In too many places, including those represented by members of the Committee, those people are wholly reliant on taxis and private hire vehicles to assist them in getting around, so the rights in the Bill will make a real difference. I am grateful to hon. Friends and Opposition Members for their involvement in the Bill, which I hope will make further progress in its remaining stages.

Question put and agreed to.

Clause 1 accordingly ordered to stand part of the Bill.

Clauses 2 to 6 ordered to stand part of the Bill.

Bill to be reported, without amendment.

Rail Connectivity: Leicester, Coventry and Nottingham

Wendy Morton Excerpts

Tuesday 8th February 2022 Commons Chamber

[The Parliamentary Under-Secretary of State for Transport (Wendy Morton)]

I congratulate the hon. Member for Leicester East (Claudia Webbe) on securing this debate about rail connectivity between Leicester, Coventry and Nottingham. The cities of Leicester, Coventry and Nottingham lie at the heart of this country, serving as beacons of productivity and potential, and so understanding the needs of their communities, passengers and businesses is absolutely crucial in delivering a rail network that works for everyone. That is why the Department for Transport set up Midlands Connect to help to develop a pipeline of proposals for the region, informed by local people, businesses and councils that know what is best for their region.

Midlands Connect is a partnership of local authorities, local enterprise partnerships, Network Rail, National Highways and the business community. It published its first transport strategy in 2017 and has spent the past 18 months refreshing its evidence base in order to produce a new strategic transport plan, which will be published in April. I eagerly await the plan, which will then set out Midland Connect’s investment priorities for the next decade.

I am grateful to the hon. Member for her contribution this evening to that broad evidence-gathering effort. I know her advocacy of investment in the local rail network service serves as a valuable representation of the needs of her constituents. I am sure it will be understood that, given the constrained fiscal environment we find ourselves in, competition for funding is stronger than ever and not all proposals will receive funding. However, she is taking the right approach in advocating for rail investment in her region and, along with Midland Connect’s ongoing work to develop proposals, this work is vital in shaping the future of the rail network in the east midlands, even if funding availability proves limiting in the short term.

[Lilian Greenwood]

I appreciate that our region has to compete with others, but the Minister will know that the east midlands region has the lowest level of transport rail spending in the country and has had for some time. If she is serious about levelling up, do we not have to invest in transport links in the east midlands region? Nottingham and Coventry are 108 minutes apart. They are about the same distance apart as London and Reading, yet the journey times in the south-east are so much faster. Should she not be investing to make that difference?

[Wendy Morton]

I will come on to some of the investments we have been making, but let us not lose sight of the fact that we are investing a massive £96 billion in the midlands and the north through the integrated rail plan over the next 30 years, which is about delivering benefits for passengers.

Taking a long-term approach to rail investment by developing a pipeline of deliverable proposals is the right way to ensure that the east midlands can receive investment as and when funding becomes available. Midlands Connect has produced a strategic outline business case setting out the case for connecting Coventry, Leicester and Nottingham by rail. This provides a useful overview of how rail connectivity between those three cities could be delivered and the benefits it could yield. Midlands Connect has made strong arguments for the proposal, describing a range of economic, social and environmental benefits that it expects to arise from the implementation of the scheme.

I therefore appreciate the desire of the hon. Member for Leicester East to improve transport links between the three cities. My officials at the Department are currently evaluating the case and will report back to me in due course. It is important that I reiterate that, in the context of an unprecedented economic strain as a result of the covid-19 pandemic, not all proposals we would like to deliver can be funded, but each proposal will be evaluated on its merits and affordability.

I also note that we are considering a number of other schemes proposed for the east midlands through the integrated rail plan. The IRP recommends improved connectivity between the east and west midlands via a new HS2 station at Curzon Street in central Birmingham and via existing stations at Nottingham and East Midlands Parkway. It also suggests that the Department works with Midlands Connect to develop connectivity to the east midlands and Coventry as part of the committed midlands rail hub programme. Although it is important to plan ahead and strive for more, I will take a moment to reflect on some of the excellent work that has already been done in recent years to improve rail transport for the east midlands.

[Tom Randall (Gedling) (Con)]

I congratulate the hon. Member for Leicester East (Claudia Webbe) on securing the debate. Does the Minister recollect, as I do, that the press described the east midlands as the big winners of the integrated rail plan? Connecting places such as central Nottingham with central Birmingham will massively improve journey times. It will not only improve connectivity between Nottingham, Derby and Birmingham, but open up other cities in the west midlands for onward connections.

[Wendy Morton]

My hon. Friend is another passionate advocate for rail and he is absolutely right. The IRP has committed a massive £96 billion for the midlands and the north over the next 30 years, which is the biggest investment.

As I was saying, our work to electrify the midland main line represents the biggest improvement to the line since it was built in 1870. Along with the new timetable, the upgrade boosted the number of seats on services across the east midlands and cut travel time between London and Derby, Leicester, Sheffield and Nottingham. Meanwhile, the electric trains introduced between Corby and London are quieter and much better for the environment, because they produce nearly 80% less carbon. That means that people living near the railway will breathe cleaner air and experience less noise pollution.

Additionally, Leicester City Council was recently awarded £17.8 million from the levelling-up fund to make improvements to the station building. Following the Government’s devolution deal with the West Midlands Combined Authority, which allows local authorities to deliver local priorities, Coventry City Council is undertaking an £82-million redevelopment of the city’s station. Working with Midlands Connect and others, the Department will continue to seek opportunities to improve rail transport in Leicester and in other towns and cities across the midlands.

I will touch on a couple of specific questions that the hon. Lady raised. She sought some clarity on whether Coventry, Leicester and Nottingham are part of the midlands rail hub. The Department wants to work with Midlands Connect and other regional stakeholders to consider how we improve connectivity between the cities and towns of the midlands. The recommendations in the integrated rail plan, which will provide a direct high-speed link between Birmingham and Nottingham, will have an impact on the current MRH proposals. Those impacts will need to be considered fully. We look forward to receiving the updated Midlands Connect strategic plan and its recommendations on that area.

The hon. Lady also raised the issue of funding for the next stage, which I believe is the outline business case.

[Claudia Webbe]

indicated assent.

[Wendy Morton]

The hon. Lady is nodding. The pipeline approach is designed to ensure that future rail projects are properly planned and scrutinised to deliver maximum value and benefit to rail users and taxpayers, and that the portfolio is balanced and affordable. It is important that projects continue to be assessed and prioritised based on their business cases and how they contribute to key Government priorities.

The updated rail network enhancements pipeline is due to be published soon and we will set out our revised programme following the spending review. We will continue to work with stakeholders to develop proposals for future funding rounds should it not be possible to take forward particular proposals at this time.

I want to conclude by thanking the hon. Member for Leicester East.

[Lilian Greenwood]

Will the Minister give way?

[Wendy Morton]

I will continue to conclude.

I thank the hon. Member for Leicester East for securing this debate and shining a spotlight on rail connectivity between Leicester, Coventry and Nottingham. She should be assured that a lot of work is ongoing to understand the needs of the region and to plan a pipeline of work to deliver a better rail network for Leicester and the east midlands. I urge her to continue her work with the Department and with Midlands Connect to bolster our understanding of the transport needs of Leicester and the east midlands and to shape future rail investments for the good of her constituents and the wider region.

Question put and agreed to.

Leamside Line

Wendy Morton Excerpts

Tuesday 8th February 2022 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Wendy Morton)]

It is a pleasure to be able to respond to the points that have been raised during today’s debate, Mr Hollobone. First, though, I thank the hon. Member for Washington and Sunderland West (Mrs Hodgson) for securing today’s debate.

Improving transport connectivity in the north-east is an important topic. It is vital for the Tyne and Wear region, as we have heard, for the north of England and for the United Kingdom. I thank the hon. Lady for providing a coherent, well-reasoned argument for reopening the Leamside line between Pelaw junction and Tursdale junction, and for highlighting the potential local, regional and national benefits involved. I also thank hon. Members from around the Chamber for their invaluable contributions today, and for sharing with me a little bit more about the rich rail history of the north-east, including in their constituencies. I am reminded of my great-grandfather, who many years ago worked on the railways in County Durham—I have yet to find out exactly where, but I will find out.

I will start by reassuring the hon. Member for Washington and Sunderland West and all Members present that the Government are wholeheartedly committed to delivering on their vision of levelling up the British economy and building back better. Improved transport connectivity within and between our great cities is fundamental to that vision, unlocking the economic potential of the northern powerhouse, building back better from this awful pandemic, and ensuring that the Tyne and Wear region and the north of England play a key role within a resurgent UK economy. That is why my Department, led by my right hon. Friend the Secretary of State—who is also the Cabinet Minister responsible for the northern powerhouse—is at the forefront of making that vision a reality.

Since 2010, over £29 billion has been invested in transport infrastructure in the north, but we want to go further and faster. In November 2021, we published the £96 billion integrated rail plan for the north and the midlands, our biggest ever single Government investment in Britain’s rail network. The IRP is a strategy focused on bringing communities in the north and the midlands closer together, boosting inter-city connections and improving east-west links—the journeys that people are often most likely to make. The plan delivers a modern network for the whole of the country, benefiting small towns alongside our big cities far sooner than previously planned, with many improvements in this decade.

That means we are providing more seats between London and the north-east than in previous proposals, with opportunities for further increases. Previous proposals would have reduced connectivity between destinations south of York and the north-east. HS2 trains to Newcastle and York could only have been accommodated at the expense of existing services, potentially reducing or removing connections between the north-east and Doncaster, Newark and Peterborough. Now, with extra train paths from the north-east to London via the east coast main line compared with previous proposals, and with a Cross Country-type service to Newcastle likely to continue running via Doncaster, there is scope to retain improved connectivity where appropriate. Investment in the east coast main line will ease the bottlenecks that we have heard about today and provide improved segregation between passenger and freight. Journey times from London to Darlington would also be cut by 15 minutes compared with today, bringing journey times closer to the original HS2 plans, but delivered much earlier.

Importantly, the IRP included a specific reference to the Leamside line, which we are discussing today, acknowledging that the Government have carefully considered proposals to reopen that line, most recently in the form of bids for development funding through the restoring your railway ideas fund. On the basis of available evidence and value-for-money analysis, the Government consider that the case for reopening the Leamside line would be best considered as part of any future city region settlement. The north-east will be eligible to work with Government to agree a funding settlement with the city region sustainable transport settlement programme once appropriate governance arrangements are in place.

[Mr Kevan Jones]

Why are the Government wedded to linking this vital investment to rejigging their arrangements for the region? The Minister has heard today that it is supported across all political parties, both here and in the region. Why are the Government wedded to that, when there is really no need to do it? They should just give Transport North East the money it needs.

[Wendy Morton]

If the right hon. Gentleman will let me continue with the CRSTS point, I will come to a further point about the absence of a new devolution deal, which will perhaps help address his question.

The city region sustainable transport settlements represent a significant investment of £5.7 billion in local transport networks, predominantly in the north of England. The settlements that will be agreed by central Government are based on plans being put forward by Mayors and local leaders, and they will help to drive forward the economies of city regions, support levelling up and decarbonise transport. In the absence of a new devolution deal, or until a new deal is reached, the seven constituent local authorities in the North East Joint Transport Committee will continue to receive transport funding as currently, including highways maintenance funding, funding from the integrated transport block, and funding received in the final year of the transforming cities fund in 2022-23.

In the meantime, and in response to the IRP recommendations, I understand that Transport North East remains in regular contact with my officials on its plans to undertake a number of further Leamside line studies, including one to develop a new business case for the South Tyneside and Wearside metro loop, with a view to building towards an updated business case for a reopening that maximises the benefits to passenger and freight services across the whole region. I would strongly encourage such engagement to continue, and I hope that local stakeholders will work together to establish a pragmatic and phased strategy for taking forward this important local scheme.

[Mr Jones]

I am sorry, but the Minister has not answered the question. She is talking about co-operation and working together, but the region is doing that already. She is basically saying that unless we agree to some type of devolution mechanism for the governance of the region, we will not get the money. Why link the two together? There is no need. There is unanimity and leadership among all councils and partners in the region now, so let’s just get on with it.

[Wendy Morton]

I think I was very clear in my response to the right hon. Gentleman, when I set out the situation with regards to the CRSTS, which was set out in the IRP, and then explained how the funding currently flows through that giant committee with the seven constituent local authorities.

I will now turn back to the Leamside line in a bit more detail, and to the restoring your railway programme. I know that the hon. Member for Washington and Sunderland West and several other local MPs present were disappointed to hear recently that the proposal to reopen the Leamside line did not receive funding through the latest round of the Department’s restoring your railway ideas fund, and I absolutely sense the enthusiasm and passion for the project in Westminster Hall today. As part of the levelling-up agenda, the Government pledged £500 million for the restoring your railway programme in January 2020 in order to deliver our manifesto commitment and to start reopening lines and stations. That investment will reconnect smaller communities, regenerate local economies and improve access to jobs, homes and education.

Although our restoring your railway expert panel noted that the Leamside line proposal had demonstrated potential, it is important to note that the ideas fund has had a very high level of interest. Some 141 unique bids were received across the three rounds. Of those, 38 were successful and are being supported to develop a strategic outline business case, including three schemes in the north-east. I note the remarks of my hon. Friend the Member for Sedgefield (Paul Howell) on the importance of improving connectivity for residents of Ferryhill, and I can confirm that the proposal for a new station at Ferryhill, which is near the Leamside line, was awarded development funding in November 2020 as part of round 2 of the ideas fund, and that Durham County Council recently submitted its strategic outline business case. The Department will confirm next steps for the scheme in the coming months.

My hon. Friend the Member for Darlington (Peter Gibson) asked about the Weardale to Darlington line. The reopening of that line was also a successful idea in round 2 of the restoring your railway fund. A business case on that is currently being developed and is due in December.

Although the IRP has grabbed the headlines, we continue to work with partners on a number of rail schemes that will benefit those living and working in the north-east. In January 2021, for example, we announced £34 million to progress plans to reopen the Northumberland line to passenger services between Newcastle upon Tyne and Ashington by the end of 2023. As part of our new stations fund, Horden, just outside Durham, received £4.2 million towards the delivery of its new station. On 29 June 2020, the station opened to the public and has reconnected the towns of Horden and Peterlee, which previously had no access to the rail network.

We are also investing £1.2 billion in a programme of infrastructure enhancements for the east coast main line. Those upgrades are vital to improve the service on the railway for the tens of thousands of passengers, including hon. Members, who travel along that route. Alongside the brand-new Azuma trains, those upgrades will help to deliver journey time, reliability and capacity improvements.

Elsewhere, Network Rail has recently started on-site works on the £18 million phase 1 redevelopment of Sunderland station, including a new southern entrance and an enhanced southern concourse. The transforming cities fund is providing £95 million towards the delivery of the metro flow project to extend the Tyne and Wear Metro, with Nexus taking ownership of an existing freight line. That will improve frequency, capacity, resilience and connectivity, and will generate an additional 1.7 million passenger journeys.

We recognise the importance of the Metro to the local population of Tyne and Wear, which is why we have recently provided Nexus with a £336 million fleet replacement grant for the purchase of new rolling stock, and an additional £30 million for the construction of new depot facilities. The Metro has also benefitted from the Government’s covid-19 financial support packages, too.

Finally, I want to underscore the importance of the integrated rail plan, which was published in November 2021. It brings a whopping £96 billion of investment for the north and the midlands—the biggest ever single Government investment in Britain’s rail network. It is important that we do not lose sight of ongoing investments. I am genuinely grateful to colleagues for this very insightful debate, and for sharing with me the perspectives from their communities. I hope that my response has demonstrated to the hon. Member for Washington and Sunderland West that my Department recognises the importance of improving rail connectivity in the north-east.