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Category: Transportation

  • Huw Merriman – 2022 Speech on the Future of Rail Services

    Huw Merriman – 2022 Speech on the Future of Rail Services

    The speech made by Huw Merriman, the Minister of State at the Department for Transport, in Westminster Hall, the House of Commons, on 20 December 2022.

    It is a pleasure to serve under your chairmanship, Mr Robertson. It is also a great pleasure to be part of this debate, which was secured by my hon. Friend the Member for Wimbledon (Stephen Hammond). He said at the very end of his speech that he hoped the debate would be taken as positive and constructive, with ideas to feed into the mix. That is something that I always do with my hon. Friend, who has great expertise both as a brilliant railway constituency representative and as a former Transport Minister. In that regard, I thank him and all the other former Transport Ministers who have fed their ideas into the mix. I hope that I can cover the points made by my hon. Friend in the round, but I will try to address some of them specifically.

    The Government remain absolutely committed to reforming our railways and ensuring there are high-quality railway services across the whole country. As my hon. Friend pointed out, the Government commissioned Keith Williams to conduct the first root-and-branch review of the rail industry in a generation, which led to the publication of the plan for rail White Paper in 2021. Before that, more than 750 representations were made to the review, which met over 200 groups across the country. Although my hon. Friend pointed out that the review was completed some time ago—back at the end of 2019—it was extended to allow more time to test the conclusions and ensure that they were appropriate, given the impact of the pandemic on rail.

    There have been various changes of personnel, as my hon. Friend is well aware. The Secretary of State and I have been in post only since the end of October. We are reviewing the options for reform, and we expect to be able to provide concrete proposals as to what the reform will look like very shortly. We believe that the case for reform is stronger than when the plan for rail was first published. The lasting consequences of covid-19, along with industrial relations, sustained poor performance and financial challenges, increase the need for modernisation and efficiency. I will come on to the role of the private sector. If we want to regrow the railways back to the passenger numbers that we have previously seen, the best way to do that is to wrap in the private sector, which doubled those numbers post privatisation. I am very much with my hon. Friend the Member for Wimbledon on those optics.

    Dr Lisa Cameron (East Kilbride, Strathaven and Lesmahagow) (SNP)

    I am grateful to the Minister for speaking so eloquently about his vision for the future of rail services. As chair of the all-party parliamentary group for disability, I often hear from people right across the United Kingdom about difficulties in accessing rail services, ticketing offices and disabled toilet facilities. Will the Minister consider those important inclusion issues in his future vision?

    Huw Merriman

    Yes, we certainly will. We are looking at an interesting and challenging set of reforms. Ticket offices are largely unchanged from how they were 30 years back, but only 12% to 14% of tickets are purchased from ticket offices. The key is to find a way to get those personnel outside—on the platform and in the station—to help those with disabilities and mobility issues. Getting them on the platform and on the trains may mean change, but I hope that that will be a positive change for the passenger and the workforce. It will be a more interesting and exciting role with passengers.

    Munira Wilson (Twickenham) (LD)

    The Minister touched on his current focus on industrial relations and the need to grow the number of passengers coming back to the railways. Is he aware of the situation with South Western Railway, which serves all of south-west London, Surrey, Wiltshire and the south-west? Until the new year, there will be no services at all on non-strike days at 40 stations across the network, including Whitton, St Margarets and Strawberry Hill in my constituency, and numerous stations in Surrey. Nurses who are not striking cannot get to work, police officers cannot get to work and children cannot get to the schools that are open. What is the Minister doing to work with South Western Railway to ensure that services are available on non-strike days? We will never get people back on to the railways and improve industrial relations if passengers cannot get where they need to.

    Huw Merriman

    I agree with the hon. Lady, and I am aware that she applied for an urgent question on the matter. I will write to her.

    I call for all hon. and right hon. Members to come together as one on this issue. We cannot focus on good passenger experience and a future for the railways if there is industrial action that involves the workforce not working on rest days when it has previously done so. I have never encouraged that pattern or seen a future for it, because it means that we are reliant on goodwill. When goodwill is withdrawn at short notice, we end up with what the hon. Member for Twickenham (Munira Wilson) described. We need to move away from rest-day working, which does not work. Equally, I urge all those who are involved on the union side of matters to consider that it is Christmas. If we want a future for our railways, we must work positively and constructively, rather than withdrawing labour. I will write to the hon. Lady, as I mentioned.

    John Penrose

    Will the Minister give way?

    Huw Merriman

    I should make some progress, because time will push me towards the end. I shall try to take a further intervention if I can.

    I want to talk about other parts of the reform: fares and ticketing. As part of the plan, we will invest £360 million to radically reform and improve the passenger experience. We will also look to deliver our manifesto commitment by introducing tap-in and tap-out at additional stations in regional and urban areas, and contactless pay-as-you-go ticketing at over 200 stations in the south-east. We will also introduce simpler, modern ways of paying for travel and a straightforward compensation process.

    Let me touch on the proposals for reform. In addition to our significant investment in the passenger experience, one reform that we are considering is the creation of a new guiding mind to bring the fragmented railways under a single point of accountability. That would not be nationalisation; rather, it would be simplification. A simple, more agile structure will be needed to change travel and working patterns, introduce new technologies and enhance business models. My hon. Friend the Member for Wimbledon talked about the role of the private sector.

    My hon. Friend the Member for Wimbledon talked about the role of the private sector. Rail reform must have at its core greater private sector involvement. I want any new model to take the very best of the private sector: innovation, an unrelenting focus on quality and the type of models that drive reform, a better experience for the passenger and better return for taxpayer value. I am happy to discuss the private sector contribution, and to meet my hon. Friend to reassure him about that. He knows that I have always had a real passion for what the private sector has brought for rail. I agree that, although the franchise model may have run its course, it was not made easy for the private sector to navigate, because it became a very complex, documented process that put off new entrants to the market. Any rail reform has to be simple and nimble enough to bring in new innovators, not just the largest.

    My hon. Friends the Members for Wimbledon and for Weston-super-Mare (John Penrose) have championed open access. Rail reform must see an important role for open-access operators. We want to make the best use of the network and grow new markets for rail. The Department recently supported Go-Op’s innovative proposal to operate open-access services from Taunton to Swindon and Weston-super-Mare, providing new direct services and improved connectivity for communities.

    I have challenged my Department on open access. It seems to be the case that we are not putting open access on equal footing, which means that there is some sort of charge and enablement. The response is always, “It just takes away from the other contracted operators.” We need to charge open access more to allow it not to take away but to compete. In my view, open access definitely has a place, but we perhaps need to reform the entrance requirements so it is not constantly turned down. I am very excited about those possibilities.

    My hon. Friend the Member for Wimbledon asked when legislation would be forthcoming. We will not be taking forward legislation on rail reform in this parliamentary Session, as he is aware, but we will introduce it when the parliamentary timetable allows, and I am very keen that we do so. In the interim, rather than do nothing because legislation is not immediately forthcoming, many areas can be progressed outside legislation. They include making significant investment in ticketing and retail, and the formation of the reform proposals that we will focus on. I assure my hon. Friend that we will bring those forward in parallel with legislation.

    My hon. Friend mentioned the control period 7 settlement. That process is vital for securing value for money for the taxpayer and providing certainty to investors. The Government published a strong funding settlement of more than £44 billion for England and Wales for the next control period, which begins in April 2024. My hon. Friend touched on that. That demonstrates our long-term commitment to securing a safe, reliable and efficient railway. The industry—public and private—now needs to work together to establish stretching yet realistic targets for improvements and reliability, supported by Government investment.

    On the lack of reference to rail reform or GBR, the HLOS, which my hon. Friend mentioned, is more of a statement of principle. He should not read anything into that. We have not landed on one particular model, so it would not have been appropriate to insert one in there. I got my pen out and made sure there was reference to innovation and private sector involvement—I do not believe anyone took those words out. I was particularly keen to ensure that, with innovation, we included small and medium-sized enterprises so that we are focusing not just on larger private sector involvement but on the small innovators that can really drive change. They need to be in the room too.

    On industrial action, passengers rightly expect a regular, reliable service, seven days a week. Current shift patterns and voluntary weekend working for railway staff make that vision nearly impossible. The only solution is for everyone to come together and agree a new way forward. I have met the unions and employers, and the Secretary of State has met the unions too. I hope that will send a message to this House that we want to facilitate an end to industrial action. I again ask all right hon. and hon. Members to come together and push not just the train operators and the Government but those who are responsible for the strikes—the trade unions. It is time for all to be called out where they can deliver more.

    The Government are wholly committed to improving journeys for passengers and creating a better, more modern rail industry. I thank my hon. Friend for his contribution. I assure him that the private sector will be right at the heart of any reform proposals. The Secretary of State and I are committed to an improved railway with the private sector at its heart, and I hope that my hon. Friend will keep me to that mantra.

  • Stephen Hammond – 2022 Speech on the Future of Rail Services

    Stephen Hammond – 2022 Speech on the Future of Rail Services

    The speech made by Stephen Hammond, the Conservative MP for Wimbledon, in Westminster Hall, the House of Commons, on 20 December 2022.

    I beg to move,

    That this House has considered the future of rail services.

    It is a pleasure to see you in the Chair, Mr Robertson. I want to thank Mr Speaker for giving me the opportunity to host this debate. I have always believed that rail is critical to the success of our country. It connects our cities, towns and communities; it drives economic regeneration and growth; it is the employer of the present but also of the future, as new technological skills will be required; and it is the key to achieving many of our decarbonisation ambitions.

    It is clear that the pandemic has caused many industries catastrophic problems, and the rail industry is no different. When covid hit, ridership fell to about 4%, which was a record low. Train operating companies that had been providing the Treasury with £100 million every four weeks were requiring a subsidy of something like £600 million. The franchise system—which had been broadly successful from 1992 to 2016, when it experienced a number of problems—collapsed and the Government became the operator of last resort.

    It is not the case that all the problems of the industry came merely from the pandemic. The franchising system had worked well until 2016, but the more prescriptive franchising system set out in that round saw too much prescription and too little room for initiative. A distinguished predecessor of my hon. Friend the Minister recounts a story of how he was required to set the time of the last train from Southampton to Bournemouth. It should never be the role of Ministers to set timetables. There was too much interference.

    Network Rail was the cause of 80% of the delays, which is what caused most passenger dissatisfaction. The new timetable that was introduced in 2018 collapsed in September that year, which triggered the response from the Department to have the Williams review. It is true that the Williams review took some time, but it has now come forward and highlighted some problems. There are some very good elements of the Williams review. I have already mentioned the incentives to decarbonisation and the suggestion that no one disagrees that the industry needs a guiding mind.

    Equally, however, the review has embedded a number of problems. The concept of the guiding mind, the acceptance that the railways can drive social mobility and a cleaner, greener transport system, and that technology must be at the heart of future investment, are all absolutely key. However, I want to concentrate on two flaws of the Williams plan. First, the creation of Great British Railways as the guiding mind, the system operator, maintainer, enhancer and controller of operations, with the setting of passenger service contracts, safety and ticketing—I could go on—is to all extents and purposes the renationalisation of the railway system. Some in this room might think that is a good idea. Those of us old enough to have experienced British Rail will realise that no one in future would want to wear such rose-tinted glasses.

    There is also concern that there is too little emphasis in the plan on the benefits that the private sector has brought to the railway. It gives no incentive for operators to offer an enhanced service, and suggests little punitive action if it is a poor service. The passenger service operating contracts may well be a short-term palliative, but if adopted in the long run they would drive the private sector from the industry.

    Jim Shannon (Strangford) (DUP)

    I commend the hon. Gentleman for securing this debate. The key thing for me is the customer, and I know that that is the key thing for him as well. Does he agree that connectivity is essential to rural communities? The ability to jump on the tube or a train is missing in too many communities. We must look at not simply holding on to what we have, but at expanding the network so that we can tackle rural isolation. That is what the customer wants.

    Stephen Hammond

    The hon. Gentleman is exactly right. If he listens to my speech later on, he will hear me say that the passenger must be at the heart of the new railway system. The new system needs not to go back to what it was previously but to evolve. In a few moments’ time, he will hear me make that point.

    I have always been in favour of privatised railways, although I accept that there are some legitimate criticisms. However, the creation of a not just fat but staggeringly obese controller at the centre and heart of a hybrid railway system is likely to be the worst of all worlds. I can only echo the view of so many senior rail experts who believe that, as the Government are soon to finalise their plans, now is the time and opportune moment to consider not just the best of the Williams-Shapps proposals but radical change.

    The first test of this iteration of the Government’s plans has come with the recently announced SoFA—statement of funds available—for control period 7, which is £44 billion. That is a huge sum of money, but it is £4 billion less than the amount given for control period 6. That partly reflects the fact that, while Network Rail has excellent leadership at the top, all too often there are layers of permafrost that stifle initiative, do not give clear prioritisation to investment plans and do not get them delivered. In some cases, they have prioritised engineering over the customer. I reiterate that if this money is to be used sensibly, as I will say in a few minutes’ time, it is absolutely clear that the future plans for this industry must have well-defined, accountable plans for investment.

    I have also looked at the HLOS—the high-level output specification—which was even more revealing, probably for what it did not say as much as what it did say. I saw no reference in the HLOS to either the rail review or Great British Railways. Although I accept that I may well be overinterpreting the HLOS, the optimist in me thinks that that means that the Government are actually signalling that they intend to revise their proposals.

    Disappointingly, there was no reference to encouraging the participation of the private sector in the development of projects nor in the financing or funding of specific projects, despite that being one of the core suggestions that the transition team works on as it moves from the old system to the new. In response to the point about connectivity made by the hon. Member for Strangford (Jim Shannon), I accept that paragraph 24 of the HLOS refers to engaging with regional transport authorities, but I believe that local, regional and national schemes are all equally important. I hope the Minister will confirm that that was an error of omission rather than intent.

    Richard Foord (Tiverton and Honiton) (LD)

    Is the hon. Member aware of the very good example of rural connectivity with the recent reopening of Okehampton railway station in Devon? Is he also aware of the potential for rural connectivity at Cullompton railway station, which is also in Devon?

    Stephen Hammond

    Interestingly enough, in my first life in this place I was the Opposition spokesperson on railways for four years, and for two years I was the Minister for rail, so I know all about Okehampton station and what it might bring forward.

    That refers back to the point I made a moment ago that, with clear prioritisation of investment and the right incentives to operators, there is absolutely no reason why regional and local investment should not be seen to be just as important as national investment. Indeed, the point I made at the beginning, about rail being the key to regeneration and economic growth in a number of communities, underlines the point that the hon. Gentleman was making.

    Martin Vickers (Cleethorpes) (Con)

    I wish to make that very point about economic growth and investment in an area. As the Minister knows, I have been campaigning for the restoration of the three trains between Cleethorpes and King’s Cross for many years and they now appear in the London and North Eastern Railway draft timetable for next May. When the Minister sums up, will he comment on whether those services are likely to happen? As my hon. Friend said, economic growth and investment are crucial to the regeneration and levelling up of many of our more deprived areas.

    Stephen Hammond

    It is 20 December, but already many hon. Members wish my hon. Friend the Minister to become Father Christmas in his summing up. As it is Christmas, and given he is a great friend of mine and an acknowledged expert in this field, may I offer him a few Christmas cracker thoughts about how I would like to see him use this opportune moment by accepting the best from the Williams-Shapps plans but also looking at what could be done to make our rail system even better?

    A moment ago I referred to “the staggeringly obese controller”. One of the first things that could happen is that the Fat Controller could go on a new year diet. Everybody agrees that a guiding mind is needed for this industry. It would be right for Great British Railways to be turned into that guiding mind, with the clear objectives of setting timetables in conjunction with the infrastructure provider and operating companies, and being the body to set safety standards, let current contracts, see an evolution of the system and potentially oversee slot auctions.

    If that is what Great British Railways is to become, then it is implicit that the infrastructure operator and maintainer should be separate from the guiding mind. If both functions were under that one body, it would make that body partial to the interests of network engineers rather more than to ensuring the satisfaction of passengers, freight operators and ticket operators. It does not matter what that separate entity is called—we could call it national rail, network rail or whatever we like—but I suggest to the Minister that setting Great British Railways up as the guiding mind and distinctly separating the role of infrastructure operator would be an excellent way forward.

    John Penrose (Weston-super-Mare) (Con)

    My hon. Friend is making an excellent speech. I want to back up his suggestion for a much more slimline future system operator for two reasons. First, if I understand his point correctly, that would put customers and passengers right at the front rather than system and network engineers, which is the right way round and the right order of priority. Secondly, that addresses the fundamental point that my hon. Friend raised at the start that the difficulties from 2016 onwards were of an overly centralised, overly controlled agglomeration of power. He suggests a dispersal and relaxation of that power, and a transfer of it out from the centre, which is essential if we are going to have the flexible system we need to adjust to the changes that the pandemic has brought.

    Stephen Hammond

    I am tempted to say that great minds think alike, because my next point is to suggest to the Minister that the Government should look at passenger service contracts. We all accept that the post-2016 franchising system and the pandemic have meant there is a need for change, but passenger service contracts are a journey rather than an end in themselves and the Government should look at what the end might be, so I suggest two things. I suggest that we should look at evolving mechanisms, so that there is a spectrum of possibilities for either new contracts or revised franchises that look at revenue risk, how it is shared, a range of revenue incentives, and a range of arrangements that in some cases would allow slot auctions as well as new franchises and that potentially ensure passenger service contracts in some areas. To that end, a commitment to review what is now in place after two years would allow that to happen. As I say, it would also provide for greater competition by introducing slot and route auctions—initially, I suggest, for a limited number of some of the long-distance routes. It would drive passenger satisfaction, encourage initiative and secure a future for open access, which had been one of the drivers for change, and for a range of competitions.

    Some really exciting recommendations in the Williams-Shapps review should be kept. They include a steady programme of electrification alongside the utilisation of enhanced battery and hydrogen technology; new procurement processes based on whole-life value, with consideration of opex and social value, not just old-style cost-benefit analysis; and the provision of open data being more accessible and available to all industry participants. Those are some of the sensible, well-thought-through suggestions, as is the need for a guiding mind, but I hope the Minister will also accept that now is the right time, as I understand that the Government are looking to bring forward new plans or even a Bill in the new year. I hope he will accept the points I have made about separating the guiding mind from the infrastructure provider, giving a commitment to revise the spectrum of possibilities for train operating companies, and giving a commitment to see the private sector work alongside the public sector to deliver a clear, identified and accountable investment programme, so that all the money that is available for investment is spent in control period 7.

    I am optimistic about the future of the railways, and I am particularly optimistic about their being in my hon. Friend the Minister’s hands, so I hope that he will accept that what I am trying to do—in a very thumbnail and headline way—is to set out some ideas that I think will make the future of the railways even more secure. I hope he will accept them as positive, constructive and implementable ideas, so that we have a railway that is fit for the 21st century.

  • Huw Merriman – 2022 Speech on West Coast Main Line Services

    Huw Merriman – 2022 Speech on West Coast Main Line Services

    The speech made by Huw Merriman, the Minister of State at the Department for Transport, in the House of Commons on 15 December 2022.

    I thank my hon. Friend the Member for Ynys Môn (Virginia Crosbie) for securing this important debate on rail transport services to the communities served by the west coast main line. She is a doughty campaigner and advocate for train services in her area. In my short tenure, we have spoken many times, and I know that we will speak more.

    I also thank all right hon. and hon. Members who contributed to the debate, who were my right hon. Friends the Members for Tatton (Esther McVey) and for Clwyd West (Mr Jones), my hon. Friends the Members for Milton Keynes North (Ben Everitt), for Aberconwy (Robin Millar) and for Delyn (Rob Roberts), and not forgetting the hon. Member for Stockport (Navendu Mishra) and my shadow colleagues the hon. Members for Paisley and Renfrewshire North (Gavin Newlands) and for Slough (Mr Dhesi). I think that I have remembered everybody.

    May I start by empathising with all my colleagues and their constituents for the challenges they have all faced on the west coast main line service? I am very sorry about the situation and am determined to see it turned around. I will explain how we will do that, but I owe it to those who have taken part in the debate to explain why the service levels have deteriorated so sharply.

    Colleagues whom I have spoken to about this matter in recent weeks have told me that, prior to the summer, the service had been holding up relatively well. Indeed, between 9 January and 1 May, 3% of cancellations were attributed to Avanti. After the end of July, the figure rose to 25%, which is clearly unacceptable. The reason for such a dramatic deterioration can be traced back to the decision on 30 July by many drivers not to work beyond their contracted hours. Let me put that into context and perhaps explain why that may have happened.

    A two-year qualified Avanti train driver is paid almost £67,500 and typically works 35 hours over three to four days. To ensure that the railways can operate over a seven-day period, the industry has relied on drivers working additional hours during their rest days. That, in my view—it would also appear to be the view of my right hon. Friend the Member for Clwyd West—has never been a satisfactory means to run our railway, as it relies on good will and means that a train operator cannot put its roster together without drivers volunteering.

    On 30 July, as I said, things changed. Avanti experienced an immediate and near total cessation of drivers volunteering to work passenger trains on rest days. More than 90% of drivers who had previously volunteered to work overtime informed Avanti that they would no longer do so, which would not occur without some level of union organisation. That left Avanti unable to resource its timetable and, in the immediate term, resulted in the significant short-notice cancellations that right hon. and hon. Members have described. Avanti therefore reduced its timetable in response to the withdrawal of rest-day working. Although highly disruptive, it gave passengers a chance to try to make alternative plans. That approach reduced cancellations from about 25% of the service in late-July and August to about 5% this month.

    May I now look more towards the future and be more positive as to what we are seeking to deliver? Indeed, my hon. Friend the Member for Ynys Môn touched on this in her speech. The Department has been working with Avanti to overcome the operational issues. Agreed steps include almost 100 additional drivers entering service, extra trains on its key routes and extended booking options. Avanti is now operating a seven trains per hour timetable amounting to 264 daily train services on weekdays, which is a significant step up from the 180 daily services previously offered during the last six-month period, and more than those offered before the cessation of drivers volunteering to work rest days. Importantly—this is the really important part—the services are not dependent on rest-day working. That is good for Avanti, because it allows the company to put a roster together seven days a week, and it is seemingly good for the 90% of drivers who decided over the summer that they did not wish to work beyond their contracted hours. This timetable change represents an opportunity to put in place a long-term timetable base and to return to the extended booking horizons that passengers rightly expect.

    I will touch on one point from the hon. Member for Stockport about catering services. I do not recognise those exact figures, but I will write to him. I have heard many stories where the catering services and the on-board service have just not been good enough, and within that we look to turn it around. He also touched on route knowledge and transferring between operators—a point with which the SNP spokesperson, the hon. Member for Paisley and Renfrewshire North agreed. We completely concur; it takes months of route knowledge to get a driver to be able to travel a route safely.

    The Office of Rail and Road and Network Rail have reviewed Avanti’s plan and are supportive of the proposition, noting that its full and successful delivery requires agreement with trade unions. The Department is monitoring Avanti’s delivery and holding the company to account as appropriate. The new timetable started on Sunday 11 December—Sunday just gone. Alas, as highlighted by my hon. Friend the Member for Aberconwy, we are now in a further period of national industrial action, so it may take time to assess fully the performance of the new timetable. I put on record that I am grateful to all the staff at Avanti who have allowed us to introduce this new timetable.

    Many hon. and right hon. Members have inquired about Avanti’s contract extension. On 7 October this year, a short-term contract was entered into with the incumbent operator. The contract extends the delivery of the West Coast Partnership and Avanti West Coast business for six months until 1 April 2023. This gives Avanti a clear opportunity to improve its services to the standards that we and the public expect. The Government will then consider Avanti’s performance while finalising a national rail contract for consideration in relation to the route, alongside preparations by the operator of last resort, should it become necessary for the operator to step in at the end of the extension period.

    Mr David Jones

    Can the Minister say in percentage terms what his expectation is for Avanti being able to deliver a full timetable by the end of March?

    Huw Merriman

    I cannot, unfortunately, because as things stand we have industrial action. I would be unable to determine even what the service will be like into the first week of January, because there is an expectation when national industrial action takes place that only 20% of services can run, and the day after—a day like today—only 65% can run. Until that industrial action comes down, which I will touch on, I cannot give my right hon. Friend that assurance at all. I call on all parties in this House to call for industrial action to come down.

    Mr Jones

    I fully understand that we have national rail strikes, but putting that to one side, and focusing on the efforts that Avanti is making and the work that the Minister’s Department is doing, what is his expectation in percentage terms that Avanti will deliver a full timetable?

    Huw Merriman

    My right hon. Friend is experienced in this place, and he will perhaps be aware that I cannot give a percentage. All I can say is that the rail regulator and Network Rail’s project management office have reviewed the recovery plan, and they are content, while recognising the challenges that the operator faces, that matters within Avanti’s control look to be within its control, and therefore it should be able to roll the timetable out. Indeed, with 100 extra staff and not working on rest-day working practices, Avanti should be confident, and I am confident as well, but I cannot give him a percentage figure, I am afraid; I can just give him my optimism.

    Navendu Mishra

    Will the Minister give way?

    Huw Merriman

    I will not, because I want to make some progress, if the hon. Gentleman does not mind.

    My hon. Friends the Members for Milton Keynes North and for Delyn called for the decision to award a short contract to have a “keep options open” status, and they are right to say that. An extension to the contract at this stage will not preclude transferring the contract to the operator of last resort at the end of the extension term.

    I will respond to what the hon. Member for Stockport said in exchanges with the hon. Member for Slough, who then brought up the TransPennine Express franchise. I was asked specifically why the Secretary of State was blocking an offer to resolve issues at TPE. I am happy to tell the hon. Member for Stockport that the Secretary of State signed off an offer for rest-day working to be put back to ASLEF on TPE, because that rest-day working agreement was not extended at ASLEF’s request at the end of last year. That offer was made, so he will be pleased by the Secretary of State’s input, but it was rejected by ASLEF despite being equally the most generous at time and a half. I will work on the basis that he will call for ASLEF to take a refreshed view on that situation.

    That leads me nicely on to workforce reform; my right hon. Friend the Member for Tatton and my hon. Friend the Member for Aberconwy both touched on industrial action. The way that passengers use the railway has changed. With more people working at home, we need to ensure that rail is put on a sustainable footing. The railway is losing up to £175 million of revenue each month as a result of fewer passengers post pandemic. That cannot continue. Passengers rightly expect a regular, reliable service seven days a week, but as we have found with Avanti, current shift patterns and voluntary weekend working for railway staff make that vision almost impossible.

    Getting stuck in endless disputes will not solve any of that, or bring back the passengers that the railway so badly needs. The only solution is for everyone to come together and agree a new way forward. Contrary to what has been said, the Secretary of State and I have met the trade unions and heard their concerns. We helped to facilitate a fair offer that delivers a pay increase more generous than those in the private sector are gaining and that guarantees no compulsory redundancies. More than a third of RMT members voted to accept Network Rail’s proposal, despite being instructed not to. There is clearly an appetite among workers to strike a deal and I welcome today’s decision by the Transport Salaried Staffs Association—the second-largest union—to do just that. We urge the RMT to reconsider and to return to the negotiating table with the employers.

    We have a once-in-a-generation opportunity to rebuild a world-leading network. The result will be a thriving rail industry that continues to support Britain’s economy and society for generations to come. The hon. Member for Stockport urged me, through the hon. Member for Slough, to get involved. I can tell him that after this debate, I will be sitting down with Mick Lynch from the RMT and the employers to try to facilitate some form of agreement.

    Navendu Mishra

    The Minister is being generous in giving way. On his point about the workforce, I encourage him to comment on low pay, zero hours and the treatment of cleaning contractors who work on the railway. Inflation is at almost 11% and they deserve fair pay and a decent pension.

    Huw Merriman

    I will look into that and get back to the hon. Gentleman, because the stories that he shared need investigating. My constituent, who is also on a zero-hours contract, is concerned because every day that the trade unions go on strike on the railways, she loses her wages. She contrasted her wages with some of those taking strike action. I hope that we can work together in that spirit of compromise.

    It is vital that we invest in infrastructure in the long term. The Department is investing £54 million to improve the power supply on the west coast main line at Bushey near Watford, which will create additional reliability and support the introduction of new bi-mode rolling stock for use on partially non-electrified routes, such as those in north Wales. In control period 7 between 2024 and 2029, we will invest more than £44 billion in the existing rail network to support Network Rail’s operations, maintenance and renewal activity. Network Rail’s business planning processes for control period 7 will focus on how the railway can contribute to long-term economic growth; support levelling up and connectivity; meet customers’ needs; and deliver financial sustainability.

    As all right hon. and hon. Members have said, the west coast main line is critical to the national network today, but it is also important to the future of the railways. For example, on completion of High Speed 2 phase 2a, new HS2 trains will join the existing west coast main line to create direct services to places including Liverpool, Manchester, Preston, Carlisle and Glasgow.

    Turning to the name change, my hon. Friend the Member for Aberconwy has made his pitch. All I can say is that, with a name such as mine, I am very much attracted to the idea, although I am sorry to say that my family came from south Wales rather than north Wales. However, that will not hold back the appetite for work.

    Robin Millar

    Will the Minister give way?

    Huw Merriman

    I was about to conclude, but I will.

    Robin Millar

    I thank the Minister; he is being very generous with his time, and I shall be brief. The reason for the name change is not simply to change the name; it is to reflect the strategic importance of north Wales to the integration of the United Kingdom and everything that flows from that. Does he accept that?

    Huw Merriman

    I do, and I accept that we are not talking gimmicks here; we are talking about detailed descriptions of what the line actually does, but also about what it can do to enhance the north Wales economy and community. I absolutely do get that.

    To conclude, I thank my hon. Friend the Member for Ynys Môn and all right hon. and hon. Members for contributing to this important debate. Passengers on the west coast main line have had a torrid time, and we owe it to them to deliver a vastly improved service. The additional drivers, the move away from voluntary working and the new timetable afford the opportunity to turn matters around. I am determined to play my part. I expect Avanti, the unions and everyone connected with this to join me and ensure that this line delivers once again.

  • Tan Dhesi – 2022 Speech on West Coast Main Line Services

    Tan Dhesi – 2022 Speech on West Coast Main Line Services

    The speech made by Tan Dhesi, the Labour MP for Slough, in the House of Commons on 15 December 2022.

    I am grateful to the Backbench Business Committee for allowing this important debate, and I congratulate the hon. Member for Ynys Môn (Virginia Crosbie) on securing it. Given that the west coast main line is, in the words of the Minister’s own Department,

    “one of our most important rail corridors”,

    it was crucial for the House to have the opportunity to discuss the state of the line’s services—or, more accurately, lack of services—on this Government’s watch.

    While there are numerous challenges across the line, as we have heard today from one Member after another, the bulk of the issues faced by passengers comes from just two operators. Let us look at suspect No. 1, Avanti West Coast, with 33% of services running on time. That is its current record, and it means two thirds of passengers being left out in the cold on platforms—two thirds of passengers who are late for their commitments or, even worse, never make them; two thirds of passengers who have been let down by Avanti’s shocking rail services. Instead of acknowledging the shortcomings of these operators, the Government have rewarded Avanti’s ongoing failures with a new contract extension, much to the consternation of Conservative Members. That contract was paid for out of the pockets of the very passengers who are being let down by Avanti, again and again.

    Figures show that, last year alone, £12 million in dividends was paid to Avanti, the country’s worst-performing operator. Why is that? Why are the Government prepared to make hard-working passengers pay for a service that is delayed or cancelled almost as often as it is on time? One would be forgiven for thinking that having removed thousands of services from its schedules in August, reducing the number of trains between Euston and Manchester Piccadilly from one every 20 minutes to one every hour, Avanti would be capable of producing a more reliable network. Sadly, even expecting that minimal level of service has been wishful thinking. Instead, those who rely on the busiest main line in the country face the reality that one in every eight Avanti west coast trains are cancelled. It is utterly absurd that millions of people, let alone numerous local businesses, cannot rely on these services.

    Local metro Mayors have repeatedly raised concerns with the Government about the devastating impact the rail chaos is having on the northern economy, cutting people off from jobs, cutting businesses off from opportunities and cutting towns off from investment. Rewarding rail operators that obstruct northern growth is a far cry from the Government’s levelling-up agenda, which promised to better connect our towns and cities. The Government’s willingness to reward failure appears to be the common policy choice for west coast main line operating companies.

    That brings us on to suspect No. 2: TransPennine Express. Six years ago, TransPennine Express blamed staff shortages, rest day working and driver recruitment for its failing services. Today, it is peddling the same old tired excuses. It therefore comes as no surprise that the Government plan to reward it with an eight-year contract in May. Some may be overly generous and say that the Government are incapable of recognising failure, but when we see how they are managing our public services across the board—from our health services and our schools to our borders—it is clear that they are simply doubling down on their failures and are happy to leave hard-working members of the public to pay the price. The Government have come up with a litany of excuses on behalf of west coast main line operating companies—excuses that do little to reassure those impacted by shambolic services.

    Instead of making excuses, the Government should be looking at operators who are getting it right. On the east coast main line, as was explained earlier, more services are being delivered on time, with fewer cancellations. The Government have a responsibility to ensure that Britain’s rail infrastructure rivals that of our global partners. Instead, because of years of Tory failure to properly invest in our network, they have left our country with a second-rate infrastructure and rail services in crisis. To build the rail network that Britain needs, if the Government are not willing to strip franchises, they must at the very least place failing operators on a binding remedial plan to restore services for the British public, with clear penalties that discipline failure, not reward it. The new Rail Minister—the Minister of State, Department for Transport, the hon. Member for Bexhill and Battle (Huw Merriman), for whom I have a great deal of respect, especially in his previous role as Chair of the Transport Committee—has himself admitted that he absolutely sees the urgency of the current situation. If that is the case, why is he not taking urgent, decisive action?

    Perhaps now would be a good time for the Minister to also come clean on whether the Transport Secretary is blocking an offer on rest day working that could stabilise rail services in the short term. The spokesman for the SNP, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands), highlighted how the Transport Secretary, at the very last minute, torpedoed talks and an agreement that would have prevented strikes, but we shall leave that to debate another day.

    The Government have demonstrated time and time again that they cannot be trusted to follow through on their promises, and now Avanti is following suit.

    Navendu Mishra

    I am often confused, because the Department for Transport often comes across as the public relations department for private rail operators, rather than as a Government Department resolving disputes and their root causes. Does my hon. Friend feel the same?

    Mr Dhesi

    I thank my hon. Friend for that invaluable point. That is the central point: the Government must work for the people who have elected us, rather than the operators themselves. We owe it to the British people to ensure that they have world-class, quality rail services.

    Robin Millar

    Does the hon. Gentleman think that the public relations arm of the unions on the Opposition Benches would do a better job?

    Mr Dhesi

    In the last few months the Labour party have called again and again on Transport Secretaries—we are on our third one, and I have faced one Rail Minister after another and hope that the incumbent will be in his position for a lot longer—to get around the table to resolve these issues. If they had, they would have been long resolved. As was exposed by The Daily Telegraph, along with other media, had it not been for the Transport Secretary torpedoing the talks between the rail unions and operators at the last minute by introducing another condition on driver-only trains, the British people would not have had to face train strike action.

    In November Avanti promised a full timetable for December, but managed only a 40% increase in services. We have heard cross-party complaints. The hon. Member for Ynys Môn eloquently explained Avanti’s repeated broken promises and rip-off rail, as she termed it. She said that Avanti’s services have deteriorated even more than before. We have heard about the failures in staff shortages, recruitment and morale—comments underpinned by the ASLEF rail union general secretary, Mick Whelan. This must be the last chance saloon before it is stripped of its franchise and put under the operator of last resort.

    My hon. Friend the Member for Stockport (Navendu Mishra) spoke about the damage to Stockport’s economy and the region, and how catering roles had been cut significantly. He spoke eloquently about the RMT’s “Justice for Cleaners” campaign and how it is unacceptable that so many hard-working rail workers who kept our country moving during the pandemic are now relying on food banks. Shockingly, 84% of rail workers are struggling to make ends meet. He described how the privatised, fragmented franchise model has failed us.

    The right hon. Member for Clwyd West (Mr Jones) said that he came here by car because he could not rely on the rail services. He spoke about how since 2019, Avanti has operated deplorably and is incapable of building good relations with its staff. He said that north Wales Conservative MPs wrote to the Minister to ask him not to renew Avanti’s franchise. He laments that the Minister says that he is working with Avanti, but he may be flogging a dead horse.

    The right hon. Member for Tatton (Esther McVey) spoke with considerable experience about how we are all suffering the same fate, especially given that she is a frequent user of this service. She said that, sometimes, not even the guards know whether a train is coming. The hon. Member for Milton Keynes North (Ben Everitt) spoke about how his constituents are being thoroughly let down. Appallingly, he often has to sit on the floor in his usual spot next to the toilets. He mentioned the accessibility problems faced by disabled passengers.

    The hon. Member for Delyn (Rob Roberts) spoke about how levelling up is being undermined by the consistent rail fiasco. The hon. Member for Aberconwy (Robin Millar) saw fit to make biting interventions, but none the less he spoke about the importance of the line for England, Scotland, and Wales and how we seem to debate poor services on the west coast mainline on a weekly basis—more reliable than Avanti’s current services.

    When can we expect Avanti to deliver a full service for the north? Will it finally be stripped of the franchise? Finally, on TransPennine Express, can the Minister reassure the House that, given its record of failure, its contract will not be renewed for a further eight years? In the run-up to Christmas, people should be spending time with family and friends, not wasting time on platforms waiting for trains that never turn up. The Government need finally to get a grip.

  • Gavin Newlands – 2022 Speech on West Coast Main Line Services

    Gavin Newlands – 2022 Speech on West Coast Main Line Services

    The speech made by Gavin Newlands, the SNP MP for Paisley and Renfrewshire North, in the House of Commons on 15 December 2022.

    I thank the Backbench Business Committee for facilitating this afternoon’s timely debate. The hon. Member for Ynys Môn (Virginia Crosbie) started the debate powerfully, and I do not disagree with a word she said. In fact, I do not disagree with pretty much anything anyone said, other than the comments of the hon. Member for Aberconwy (Robin Millar) about the Union and how it binds us all together. He failed at the last minute to get consensus across the Chamber. The hon. Member for Ynys Môn started well by talking about the importance of Holyhead not only to her local economy but to the wider Welsh economy, and how much Avanti’s terrible service has impacted that economy and her constituents.

    On Monday, every single Avanti train leaving Glasgow for London was late, in most cases by at least half an hour. Five trains were more than an hour late. The passengers on those trains were actually the lucky ones. Anyone looking to travel in the afternoon from Scotland’s biggest city to England had a choice of two trains, both leaving late and arriving even later. Every other service was cancelled or terminated at Preston, which is a fine Lancashire city but about 237 miles from Euston. Lest any apologists for Avanti try to rely on the seasonal weather as an excuse, the first train on the previous Thursday was nearly two hours late arriving. The passengers on the last train arrived at Euston close to 1 am, more than six hours after they departed.

    Avanti has set the west coast main line back decades, which is not hyperbole. I checked the British Rail timetables from 1982, 40 years ago, and the journey times that Avanti is now delivering almost daily are slower than the locomotives that were the backbone of the nationalised rail network in 1982.

    Any criticism of Avanti or TransPennine Express in my speech is of upper management and executives, not the frontline staff, who, like everyone who has spoken in this debate, I have always found to be exemplary in their professionalism and courtesy. I am not just saying that because I am one of the many Members who will be seeking to get home on Avanti west coast main line services this evening. These services should be the Crown jewels of the British rail network, but instead they are straight out of the pound shop bargain bin, although not at a price to match.

    TransPennine Express is just as bad as Avanti, and in some ways worse. On Monday it managed to run three of its seven timetabled services from Glasgow Central. Only one of four services made it to Manchester airport. Anyone looking to travel to Manchester after lunchtime was out of luck, as there were no trains at all. I put it to TransPennine Express’s chief executive at yesterday’s Transport Committee that, in the three weekdays prior to the strike action, only one of 12 scheduled trains made it from Glasgow to Manchester airport. That includes last Friday, when TransPennine Express managed a single train to Manchester before 5 am, after which there were zero services to England’s second biggest urban area from the biggest urban area in Scotland. It is almost as if all we have heard over the past 30 years about the benefits of rail privatisation and the wonders of the free market have been hot air and blether.

    At least trade unions give advance notice that their actions will mean train cancellations and disruption, so travellers can make alternative arrangements and amend their plans. Avanti and other train operators can, and often do, wait until the very last minute before pulling the plug, leaving the trains that remain in service overcrowded, late and dirty, with the staff running them bearing the brunt of passenger frustration and anger.

    It is clear from Avanti, TransPennine Express and the remaining privatised parts of the rail network that the system has completely and utterly broken down. The fragmentation of operators and network infrastructure has led to a system of little accountability and no cohesion, with long-term thinking left to outsiders and the occasional individual. Private operators have no incentive to provide a public service and every incentive to wring every penny out of its operations until the next rider on the gravy train takes over the contract. For months, the Government tried to maintain the line of laissez-faire non-intervention, before scuppering negotiations by adding conditions that they knew were guaranteed to send workers back to their trade union reps. We have a rail system in England that is edging closer and closer to collapse.

    Navendu Mishra

    The hon. Member referenced the term “fragmentation” earlier, and Avanti often talks about the fact that it does not have enough drivers available for its services. If we had a unified public transport system that was designed to serve our communities and our planet rather than private rail operators, perhaps we could have a system where, if there was a shortage of drivers in one part of the country, they were licensed to drive trains in other parts of the country.

    Gavin Newlands

    That seems to be an eminently sensible suggestion, which I hope Ministers can take up. GBR, which I will touch on later in my speech, seems to be no more, but I hope that the Government look at all the factors in our entire rail network in the round. That is a perfectly good suggestion.

    Collectively, the privatised rail network is letting Scotland and the north of England down—I should also say north Wales; my apologies for not doing so. What is the economic impact on communities relying on the west coast line? How much badly needed growth in our regional and national economies is being sacrificed at the altar of free market gospel? What opportunities for developing freight and pushing a modal shift from road to rail are being lost and decarbonisation gains unrealised? How much more imbalanced is the UK economy becoming every day that the west coast line remains a shambles?

    The Transport Committee heard from Avanti and TransPennine Express yesterday morning. I almost felt sorry for them trying to defend the indefensible—almost. I asked them if they thought that the travelling public believed that they should continue to operate train services. They at least had the good grace to dodge the question rather than admitting that passengers trying to use their services would probably just as soon see the Chuckle Brothers running them as TPE and Avanti. They at least have the excuse that they are only in it to make money. The UK Government have a wider responsibility.

    Just six months ago, the then Transport Secretary, the right hon. Member for Welwyn Hatfield (Grant Shapps), told the House that his flagship project, Great British Railways, was how

    “we are transforming the industry”.—[Official Report, 15 June 2022; Vol. 716, c. 318.]

    The Chairman of Network Rail now says:

    “I have stopped using those three words…it was clearly the invention of Boris Johnson, Andrew Gilligan and Grant Shapps”.

    After all the fanfare, all the hype, a contest to decide its headquarters and the Transport Secretary of the time intervening to slap his name on the report that proposed it, GBR is dead in the water before it even began.

    Given that the so-called Williams-Shapps review, as I suppose we should technically call it, stated clearly that GBR

    “will be the single guiding mind and leader that the railways currently lack”,

    one has to ask the question: without GBR, who will be the single guiding mind? Where is the leadership? Perhaps the new Rail Minister, who I get on well with, will be that leading mind. We shall see. The rail network is too important to leave to a Transport Secretary who, in recent weeks, has been a “here today, gone tomorrow” figure. Yet without some kind of arm’s length entity running and controlling our railways, we are doomed to short-termism and a strategy designed to get us through to the end of the latest crisis. Bringing the west coast operations under direct public control, as the Scottish Government have with ScotRail, would be a first step towards a rational and forward-thinking model of ownership and operation.

    Scotland’s railway operates at arm’s length from the Government through Transport Scotland, but allows for greater integration with the Government’s political objectives. Even without the devolution of Network Rail, which we have called for in this place many times, the Scottish Government—and, to be fair, previous Scottish Executives under Labour and the Liberal Democrats—have expanded and transformed rail in Scotland and are still going full steam ahead with a programme of electrification that will, within just over a decade, help to fully decarbonise Scotland’s railway.

    As with any public service at a time of economic crisis, there will be issues, but the settlement of disputes with ASLEF and the RMT at ScotRail earlier this year shows that, once again, the apparently radical tactic of Ministers treating trade unions and workers as partners rather than mortal enemies benefits everyone. I commend that approach to Government Members, mainly because it appears to be working. However, we are lucky in Scotland to have decades-long political consensus on how our railway should develop and the powers to make those choices happen.

    Robin Millar

    I am listening with a great deal of interest to the hon. Member. As he said, there is a lot of consensus in the Chamber. I cannot resist the chance to ask him this: does he think that a strong, integrated, high-performing, decarbonised railway network would inevitably bring all parts of the United Kingdom closer together?

    Gavin Newlands

    On the face of it, that sounds like a sensible suggestion, but where is that going to come from? There is no evidence from the Department for Transport and the UK Government of that actually happening. Scotland has decarbonised, or electrified, its railways twice as fast as the UK Government for more than 20 years now. There is no urgency about decarbonisation in the UK Government. About 16% of freight trains are still diesel because not enough of the network has been electrified, and that is down to this Government. So I must say to the hon. Gentleman that I do not see that happening any time soon. We are just getting on with it in Scotland.

    I realise that my time is short, Mr Deputy Speaker, so I shall wrap up as quickly as I can. Transport for the North has seen its core budget slashed and projects such as Northern Powerhouse Rail trimmed, cut, cancelled or abandoned. TfN has protested every time another proposal for rail in the north has been binned, but ultimately Westminster and Whitehall decide what is best for communities there, and how much cash should be spent there. How can the west coast line have infrastructure and service fit for the future when every penny of expenditure is decided by someone sitting at a desk half a mile from here, rather than by elected Members and civil servants on the ground? How can a line with 20 of its 400 miles south of Watford be fully realised when those along the other 380 miles are seen as irrelevant when it comes to decision making?

    Meanwhile, the latest performance statistics show that the gold-plated Elizabeth line—complete with stations costing £695 million, £661 million and £634 million, and an overall price tag of £19 billion—sits at the top as by far the most punctual train operator in the country, and no wonder, given the amount of money that has been ploughed into it. That level of investment in rail in the rest of England would generate huge benefits for the economy outside London and the south-east, but, as we know, anywhere outside the M25 can go to the back of the queue when transport investment is being lined up.

    The current crisis on the west coast line may be because of current events, but its origins lie in decades of metropolitan establishment disdain for what are still condescendingly called “the regions”. I am afraid that, unless and until England begins to radically change the way in which it makes decisions about transport policy—decisions that have implications way beyond its borders—the west coast line, like the rest of the rail network outside the M25, will atrophy and continue to be a hindrance rather than a boost to local and national economies. I urge the Secretary of State and his new team to roll up their sleeves like their counterparts in Scotland, get involved in the nitty-gritty rather than leaving it up to private corporations, and then begin the process of putting control over national assets such as the west coast line back into the hands of those who benefit most: the people and communities who rely on them.

  • Robin Millar – 2022 Speech on West Coast Main Line Services

    Robin Millar – 2022 Speech on West Coast Main Line Services

    The speech made by Robin Millar, the Conservative MP for Aberconwy, in the House of Commons on 15 December 2022.

    I congratulate my hon. Friend the Member for Ynys Môn (Virginia Crosbie) on securing this debate, which is of such importance to residents and businesses across north Wales and in my constituency. We had a Westminster Hall debate just a few weeks ago on the strategic importance of the west coast main line, and here we are again today. We seem to debate Avanti’s service to our constituents almost weekly; I am coming to the conclusion that if it were as regular as our debates, we would have one of the most reliable train services in the UK. Members across the House, representing constituencies all along the west coast main line, have made important contributions today about the impact on their communities of poor service performance on the line.

    Aberconwy, which is so reliant on visitors and on our connections with the rest of the UK, has been similarly affected. On behalf of residents, communities and businesses throughout Aberconwy, I want to take the opportunity once again to state that Avanti’s service, particularly the service that it provides to north Wales, has been utterly unacceptable. Avanti’s implementation of an emergency timetable in August was one thing, but implementing a timetable that removed direct services between London and north Wales was, and remains, inexcusable. I share the sense of upset and inconvenience that so many local businesses and residents have expressed to me.

    Reliable and affordable rail is vital to the prosperity of communities in Aberconwy and north Wales as a whole. Levelling up, which we talk about so much in this place, cannot succeed without good transport connectivity. Along the coast, to the west of my constituency, my hon. Friend the Member for Ynys Môn has worked tirelessly for three years, leading the campaign for an Anglesey freeport, an initiative that will create tens of thousands of jobs on Anglesey and across north Wales. Rail services are vital to the success of that project, every bit as much as investment in Aberconwy.

    Our plan for Aberconwy highlights the importance of investing in tourism and promoting new business. Aberconwy boasts world-class visitor attractions. We are home to Conwy castle, a world heritage site that was recently confirmed as the most beautiful castle in Europe. We have Llandudno, the queen of the Welsh resorts. We have much of Eryri and some of the most stunning coastlines and landscapes to be found anywhere in the UK. Visitors from around the UK and around the world come to Aberconwy each year in their millions and make an invaluable contribution to our local economy, but for our economy to succeed, they need to get there. For north Wales to thrive as a visitor destination on the global stage, we need the reliable rail services that we have continually been denied.

    I turn to new business. As the pandemic demonstrated so clearly, we in Aberconwy must diversify our local economy and reduce our reliance solely on tourism. Aberconwy is home to apparently limitless entrepreneurial instinct and talent—Llandudno was identified in Companies House data earlier this year as the start-up capital of the UK—but to attract new business investment and create more jobs across Aberconwy, we need reliable and convenient rail connections with the rest of the UK. Avanti is failing to deliver that service. The value that might be unlocked in Llandudno—for example, by bringing it within two and a half hours of London, which an electrified connection would achieve—would be extraordinary.

    That is for the future, and I recognise that Avanti has implemented a new timetable this month to increase the number of direct services between north Wales and London—a timetable that has unfortunately been impacted by the strikes. I echo the calls of my right hon. Friend and neighbour the Member for Clwyd West (Mr Jones): the reliability to which we are entitled is not being delivered, and if there is not a dramatic and marked improvement in services, the Government must move to terminate the franchise.

    I would like to take this opportunity to repeat a call I have made several times in these debates: if or when the franchise is removed, its name must change to acknowledge the strategic importance of the north Wales coast main line. The relegation of the north Wales coast main line back in August to effectively that of a mere branch line indicates that the Government themselves have not yet recognised its importance, despite the work of Sir Peter Hendy in his connectivity review. I make this request once again to the Minister: will he agree to review the name of the franchise and make it the north Wales and west coast main line?

    I must highlight the strategic importance of the west coast main line to one community in particular: the United Kingdom. With principal terminuses in London, Holyhead and Glasgow, the west coast main line helps to bind together the nations of Great Britain and to strengthen our familial, business and educational ties. It is indispensable to the strength of the Union between our nations and to the success of our great British economy. Sir Peter Hendy highlighted that in his connectivity review, identifying and singling out north Wales as an important point of investment to develop this all-important UK network.

    Finally, I would like to take this opportunity to address the strikes, which have, ironically, influenced the attendance in the Chamber today, in terms of both those who would have wished to be here and those who wished to be elsewhere for Christmas. Throughout the pandemic, the UK Government injected £16 billion of UK taxpayers’ money into the railway network to keep it afloat as passenger numbers collapsed. Unlike so many of my constituents and millions of people throughout the UK, not one railway worker’s job was lost, despite the collapse in revenue. Not one worker was furloughed. Jobs were protected. Full salaries were protected. Pensions were protected. Each railway job cost hundreds of thousands of pounds of taxpayer money to protect.

    The pandemic has changed the way that people travel and work, and passenger numbers have not recovered to pre-pandemic levels. The network cannot thrive without reform, and rail workers should be united in safeguarding the long-term protection of their jobs by luring passengers back to the railway, not by taking their custom for granted. These strikes also disproportionately impact those who are in the lowest-paid jobs or provide vital public services. I thank those who do recognise that and are doing their best during this holiday season, many of whom I meet on the service. To strike at all is regrettable, and to strike at Christmas, when so many hospitality and retail businesses are trying to recover from the devastation of the pandemic is inexplicable to me and to them.

    Rail has been at the heart of our nation’s history and progress. This line binds our Union together. It has brought wealth to our communities, and the service on it is key to our future. If you will pardon the pun, Mr Deputy Speaker, in north Wales we see these tracks converge. My final question to the Minister is this: will he seize his place in our nation’s history and secure the future of high-performing services on the north Wales and west coast main line for the benefit of us all?

  • Rob Roberts – 2022 Speech on West Coast Main Line Services

    Rob Roberts – 2022 Speech on West Coast Main Line Services

    The speech made by Rob Roberts, the Independent MP for Delyn, in the House of Commons on 15 December 2022.

    It is a pleasure to follow my hon. Friend the Member for Milton Keynes North (Ben Everitt) in this important debate, and I congratulate my hon. Friend the Member for Ynys Môn (Virginia Crosbie) on securing it. Earlier this year, following months of disruption to the rail service on the west coast main line, Avanti was put on notice to improve its service. As we have heard already from a great many Members, everyone who uses Avanti—including me, as I travel between the House and my Delyn constituency—knows that, sadly, it continues to fail to provide us with the service we deserve, or even one close to that.

    But, Madam Deputy Speaker, I have to offer a little note of sympathy for Avanti. Over the past few months, the man who never met a microphone he didn’t like, Mick “Grinch”, the union boss stealing Christmas from millions of people, and his militant arrogance, continues to ensure major operational issues across the network, and untold misery caused by his love of striking, which apparently is a last resort—of course it is. That is after a two-year global pandemic, which saw family gatherings come to a grinding halt to try to control the virus. This is the first year when everything should finally be back to normal and we can be with our families again at Christmas, but RMT members have decided to cause untold misery to families and businesses. They should be utterly ashamed of themselves.

    We have a settled situation of devolution in Wales, which means that for more than two decades the people of north Wales, and the people of Delyn, have grown used to being overlooked and underfunded. We just get on with it, and we do our best to cope with whatever challenges we face. Like all my colleagues in north Wales, many of whom we have already heard from, I am determined to secure the opportunities of the levelling-up agenda, which was at the heart of the UK Government’s manifesto. For so many across north Wales, levelling up is so much more than the investment, jobs, and opportunities it promises, but it is being undermined and made more difficult because of issues that we have heard so much about in this debate.

    As my right hon. Friend the Member for Clwyd West (Mr Jones) said, the west coast main line is a critical piece of UK infrastructure. It is essential cross-border infrastructure linking England to north Wales and Scotland, as identified in Sir Peter Hendy’s connectivity review. The north Wales coast line runs from Holyhead via Chester to Crewe, where it joins the west coast main line and connects directly to London. It is also vital in connecting us to the island of Ireland, and in connecting Northern Ireland with the rest of the United Kingdom through the port of Holyhead, which is the UK’s second busiest roll-on roll-off port, and vital for the infrastructure of north Wales.

    When the trains between Holyhead and Euston do run, which is relatively unusual in itself, there are daily frustrations, which we have heard about many times. These are things that aggravate me and other passengers: the shop is not stocked, the card machine does not work, the wi-fi does not work, the carriages are overcrowded, and people have to sit on the floor—tattoos or no tattoos, sitting on the floor is never good. Recently, people have at times been unable to book train tickets in advance, because they show as fully booked even when they are not. Many colleagues have rightly asked whether Avanti could run a bath, let alone a rail service—although I would never resort to that type of rhetoric.

    Just one train per hour goes from London to Manchester, instead of three per hour, as it was before. There is one train a day from London to Chester, instead of an hourly service, and a shuttle service from Crewe to Holyhead instead of what used to be nine direct trains a day from Holyhead to London. It is astonishing.

    I regularly meet and speak to Avanti’s regional management. It has been reassuring to hear that they are committed to improving services and that they admit that a lot of their promises have simply not been delivered. That has led to job losses, including in some of the most senior positions, but it is now time to deliver. A new timetable is out, with a massive amount of new services on it. That is very welcome, but trains running to the old timetable were constantly delayed, cancelled or unreliable, so I am baffled as to how Avanti will offer the extended service it has promised when the pared-back offering was so shambolic in the first place. Time will tell. I am certain that Avanti is watching this debate very closely, so I say again: it is time to deliver.

    I have stayed out of these debates in the past. In the face of a lot of criticism from colleagues about the service, I have stayed pretty positive, because pressures on the train operating companies have been significant. I try to stay as reasonable as possible and be as patient as I can with them, but I am afraid that I have come to the limit of my patience. If things do not improve now, swiftly, I will be first in line to tell the Minister that the franchise should not be renewed any further, because it simply does not deliver.

  • Ben Everitt – 2022 Speech on West Coast Main Line Services

    Ben Everitt – 2022 Speech on West Coast Main Line Services

    The speech made by Ben Everitt, the Conservative MP for Milton Keynes North, in the House of Commons on 15 December 2022.

    I join colleagues in congratulating my hon. Friend the Member for Ynys Môn (Virginia Crosbie) on securing this debate and the Backbench Business Committee on scheduling it.

    Like so many colleagues here today, I am speaking on behalf of thousands of constituents who rely on their rail services, particularly the west coast main line, but are being thoroughly let down and deserve a far better service. As one of the major cities, and indeed the newest city, along the west coast main line, Milton Keynes is served by both Avanti West Coast and London Northwestern Railway. However, even if my constituents are lucky enough even to have a train turn up at all, the trains are often delayed, unreliable and overcrowded. I spend many a journey between Milton Keynes and London sat on the floor in between the carriages. It is a pretty miserable experience, apart from a few weeks ago when I was sitting in what is probably my usual spot on the floor just outside the toilet and I was joined by a bunch of lasses from Milton Keynes who were going to a Halloween party. We managed to strike up some conversation and they were good enough to share their cider. I had a nice journey down and arrived in London with a temporary tattoo, which is gone now. But we should not rely on generosity and community spirit to take the misery out of these journeys.

    Many constituents have got in touch to share their poor experience, especially with Avanti West Coast. As Milton Keynes is one of the major community cities into London, my constituents need a punctual and reliable service to get into work, but often they just do not get one. The train service in Milton Keynes is often so bad that my constituents are resorting to driving to London stations such as Cockfosters, which is a 46-mile journey, and then taking the tube into London, rather than taking the train from Milton Keynes. In an extreme case, a constituent has shared that, due to the cancellation of two of the regular morning commuter services, they now pay more than £800 a month for a first-class ticket, just to guarantee that they will get a seat. Without paying for first class, they would face one of those overcrowded journeys that I end up on—and almost more often than not they are still paying for the privilege of being late.

    Given Milton Keynes’s important and strategic location in the region, connected by rail to other major cities such as Birmingham and Manchester and well placed within that Oxford and Cambridge arc, any disruption in the rail service causes serious problems to my constituents’ everyday lives: not just difficulties in getting to work, but disruption and delays in visiting friends and family and getting to important appointments. In another case, a constituent has shared that they find the service offered by Avanti “abysmal”, with only one train an hour running from Birmingham and Manchester, down from three an hour. They have resorted to using the coach.

    The problem is more than a lack of timing and reliable trains; there is also a lack of accessibility. Another constituent has been in touch, a wheelchair user who shared that, shockingly, the rail service is completely inaccessible to him on his own and often there are no staff available to help. In 2022, it is unacceptable that wheelchair users are left abandoned with no support to use the rail service.

    The situation simply cannot continue. Not only does it impact my constituents, but it poses a risk to the growth and the economy of Milton Keynes as a whole. Year on year, Milton Keynes has consistently been ranked as one of the United Kingdom’s fastest-growing economies. In fact, a recent study named Milton Keynes as the fourth fastest-growing economy by the end of 2022, increasing year on year by 3.3% and adding £500 million to the local economy.

    However, one of the major factors in that growth is our location and our transport connections. That is why huge local employers such as Santander move their headquarters there. But why would Santander continue to invest in our city, and why would talented people continue to choose to work, live and set up their businesses here when they cannot rely on the train arriving on time or with the capacity to take them on their journey?

    Navendu Mishra

    Does the hon. Gentleman agree that the Department for Transport should conduct economic analysis of the damage that Avanti has caused to each constituency it serves? I tabled a written parliamentary question on that earlier this year, but the response from the Government was not helpful.

    Ben Everitt

    Far be it from me to direct my hon. Friend the Minister, but it does seem that the hon. Gentleman has an excellent point. What I assume he is getting at is that the growth of not just Milton Keynes’s economy, but economies around the country is being put at risk by these poor services. Potentially, there may be data out there that we can draw on, though I would not want to draw the Department’s resources too far from the clear focus on improving services, so I will leave that with the Minister to take forward.

    The problem is that, while we recognise the importance of maintaining a good service on the line, we need to take things forward. We need to improve. I welcome the fact that the Government are putting pressure on Avanti to improve its services. We have heard in this debate about the short-term extension of the contract until April 2023—I note that there is no particular enthusiasm for anything more than a short-term extension at this point. That extension is not rewarding failure; it is a clear and urgent message to Avanti that it must improve its service and its performance or face losing the franchise.

    I have spoken to Avanti recently. It is positive that it is getting the point because, importantly, it has apologised and accepted that its service is not good enough. I understand that changes are on the way, with nearly 100 additional drivers added to the service between April and December this year, so we could see slight but welcome improvements to the service. However, this is very early days and my constituents and I are incredibly wary. I urge the Government to continue to actively monitor the service on that line and, more importantly, to hold the company to account, so that if we do not see drastic improvements to the reliability, punctuality and frequency of the service, that contract is removed. If we do not make those changes, Milton Keynes and other stops along the west coast main line risk being left behind. With so many opportunities for growth and success coming to the new city of Milton Keynes, it would be a real tragedy if all those benefits were put at risk due to a failing train operator.

  • Esther McVey – 2022 Speech on West Coast Main Line Services

    Esther McVey – 2022 Speech on West Coast Main Line Services

    The speech made by Esther McVey, the Conservative MP for Tatton, in the House of Commons on 15 December 2022.

    I, too, congratulate my hon. Friend the Member for Ynys Môn (Virginia Crosbie) on securing this important debate today. Those of us who travel on this line sympathise with all the tales we have heard today and everything that she has said, because we are all suffering the same terrible journeys. As someone who has travelled pretty much every week from Wilmslow in my constituency to London since 2017, when I became the MP for the area, I have a wide knowledge of the service on which to draw and plenty of first-hand experience of the journey.

    The west coast main line is one of the major routes in Great Britain, stretching 399 miles from London to Glasgow and Edinburgh via the west midlands and the north-west of England. The Department for Transport describes the west coast main line as

    “one of our most important rail corridors.”

    It links four of Britain’s biggest conurbations and serves all rail markets—inter-city, commuter, regional and freight—and there are 11 train operating companies using the line. However, I wish to keep my comments to the Manchester to London route and to Avanti. The train service between Wilmslow and London, on that Manchester to London line, used to be hourly, direct and took one hour and 50 minutes. Since the pandemic, the rise in industrial action and the start of Avanti operating the line, the service has gone shockingly downhill, ending now in the substandard service that we have today.

    A few weeks ago, Bee Rowland, a rail traveller, caused a Twitter storm by posting a picture of her child whom she had stuffed in a luggage rack. I sympathised with her, because I had done exactly the same thing, only it was not a child that I had stuffed in the luggage rack—it was me, for the full two-hour journey. That was because people from several trains had had to cram into one train. Most people were standing, but, fortunately—I say fortunately, but it was ironically—I managed to squeeze into the travel rack and sat there for the full journey. Bee Rowland’s experience was on Grand Central, mine on Avanti.

    The travelling public are being taken for fools. We no longer have a rail service; it is a rail sufferance. It is an unreliable system that has gone backwards to such an extent that it is probably as bad as British Rail used to be when it was the butt of every comedian’s joke. Trains might or might not arrive. There are delays, staff shortages, staff late for work, or just random cancellations.

    I have been a lover of rail travel ever since I was young when I travelled everywhere on trains with my granddad, who started work on the railways at Lime Street station in Liverpool, aged 12, as a bag carrier, and stayed there until he retired. I am a railway lover and I have been brought up on trains, so to see the rail industry in such a mess makes me want to weep. It is being made worse, without doubt, by industrial action and the excessive strike action. It is as if the unions want to push these private train operating companies over the edge to make them fail.

    The RMT’s latest act of sabotage—48-hour strikes between 13 December and 7 January, wiping £1.2 billion off the UK’s economy over Christmas—is hurting travellers, businesses and local communities. I am not excusing the management of these railway companies—certainly not—but between them and the unions, they will force people to travel by other means. It will be anything other than the trains. The people who will suffer the most will be those who work on the railways.

    Since August 2022, Avanti has cut the number of trains between London, Euston and Manchester Piccadilly from one every 20 minutes to one an hour “until further notice”. It said that it had acted in the wake of industrial action

    “to ensure a reliable service is delivered, so customers can travel with greater certainty.”

    I am still waiting for that greater certainty, as are my constituents.

    Life is difficult enough, but not to be able to get to work, to school, or to see families is unacceptable, especially at the prices that we pay to travel by train. Looking at the cancellation figures between 4 November 2021 to 12 November 2022, it appears that the average cancelled by Avanti was 5.5%, and those cancelled by other causes 6.8%—so, about 12% altogether. However, that is not the full story, because 33% of our trains have already been cancelled and so what we are saying is that 45% of trains have been cancelled. I often get to the station and find that even the guards do not know whether a train is coming or not. Then, I jump on the train to Crewe and perhaps on another one to Stafford and then I go on to London. Instead of a one hour 50 minute journey, it can take four and a half hours or even six hours, each way.

    Let us look at the other side of the coin. Only last week, I had an insufferable journey to Crewe, only to find that a direct train from London had been put on at the last minute, which nobody knew about. So an empty train pulled into Crewe to give me the last leg of my journey to Wilmslow. We call these ghost trains; they are empty trains that travel up the line, pretending to get the numbers right, which they are not because nobody is on them. Sadly for its customers, Avanti West Coast had the fewest trains on time, at just 38.8%, making it the least punctual operator in the country. As for the part that runs through my patch, Avanti says that 87% of its trains from 16 October 2022 to 12 November 2022 were 15 minutes or more late. That is a huge amount that are unreliable.

    So I guess there are a couple of messages for the Minister. Avanti has to get its house in order or lose its contract to somebody who can run a better rail service. We need to get our rail system back up and running. It has been knocked sideways during the lockdown and it is being battered now by industrial action, but we do not want any more excuses. We need to get our rail system back on track. So here is an idea to make our railway system reliable, regular and well-maintained: let us stop wasting those billions of pounds that are going into HS2 and get a proper train system working right across the country, locally and nationally, for all of the citizens of this country.

  • David Jones – 2022 Speech on West Coast Main Line Services

    David Jones – 2022 Speech on West Coast Main Line Services

    The speech made by David Jones, the Conservative MP for Clwyd West, in the House of Commons on 15 December 2022.

    First, I congratulate my hon. Friend the Member for Ynys Môn (Virginia Crosbie) on securing this debate and the Backbench Business Committee on facilitating it. I guess that the debate is of interest to a considerable number of Members of this House, and I suspect that the reason the Chamber is not fuller today is that a lot of them are in Euston station waiting to see whether they can get a train home. Indeed, to be absolutely frank, the only reason that I am here is that I had the foresight to bring my car on Sunday—I did not want to take my chances with Avanti today immediately before Christmas.

    The west coast main line is one of the most important pieces of transport infrastructure in this country, as it links the capital with major population centres such as Birmingham, Liverpool, Manchester, Glasgow and Edinburgh. Importantly for my constituents, as my hon. Friend said, it also connects to the north Wales main line, which links the capital to north Wales towns and Holyhead, which is the principal ferry port to Ireland.

    For my constituents, the west coast and north Wales main lines are a lifeline to the capital city and the major cities of the north-west and the midlands. North Wales is an extremely important holiday destination, so it is vital for the north Wales economy that there should be good, reliable and frequent links to London and other cities. Similarly, north Wales businesspeople and travellers are entitled to have those links to the capital.

    Sadly, the rail network is currently beset by strikes, but that aside, north Wales has not enjoyed a decent train service for quite a long time. For many years, as we have heard, the franchise was operated by Virgin Trains and the service was generally regarded as good, reliable and efficient. In 2019, however, the franchise was granted to Avanti West Coast, which is a joint venture of FirstGroup and Trenitalia, as we have heard. Since then, matters have declined considerably. It is ironic that an Italian company is involved, because it used to be said that the only decent thing that Mussolini ever did was make the Italian trains run on time.

    It is no exaggeration to say that Avanti has performed deplorably for much of the year, and nowhere has that performance been more lamentable than in north Wales. For much of the time since August, there has been, at best, only one through train a day between Holyhead and London. Travellers from stations across north Wales have been obliged to change trains once and sometimes twice at Chester and Crewe. The north Wales main line has been reduced to the status of an inefficient branch line.

    Complaints are legion. I will give the House a flavour of some of the complaints that I have received from my constituents. One said:

    “The current North Wales to London service is the worst I have known in the 30 years that I have used it”,

    and that that makes it “impossible” for them or their wife

    “to hold UK-wide appointments which require our attendance at meetings in London.”

    Another said that Avanti’s management of the west coast route is

    “limiting our growth, because we can no longer rely on trains to and from London, as we did when Virgin ran the train line. As such, we have missed many business opportunities because we have had so many trains cancelled, resulting in our clients losing confidence in our service. We have also had return trains delayed, meaning we have incurred unnecessary expense and inconvenience as we have had to stay in hotels and lose valuable working hours the next day.”

    I received one on Monday that said:

    “I returned to Colwyn Bay on the 18:10 Avanti train from London Euston last Friday. The train consisted of only five coaches instead of the advertised 10 and effectively departed dangerously overloaded due to the number of passengers having to stand. The on-board seat booking system was absent, causing much confusion, no refreshment/buffet service available, and the service arrived over 20 minutes late to Colwyn Bay. In all, a very poor service, which, sadly, I have become accustomed to.”

    I could regale the House with similar personal experiences, such as of my five-hour journey home last Friday that would normally take under three hours.

    Those complaints are entirely justified when one looks at the empirical evidence. The website of the Office of Rail and Road reveals that the average rate of cancellations in Great Britain as a whole was 4.1% in the quarter from July to September 2022. However, in the same quarter, the rate of cancellations for Avanti West Coast was 12.1%—almost three times the national average. On punctuality, the percentage of recorded station stops arrived at on time for Great Britain as a whole was 67.7%; for Avanti, it was 38.8%—almost twice as bad.

    As we have heard, Avanti’s operational problems have primarily been caused by a shortage of available drivers. It has pursued a business model of relying heavily on drivers undertaking overtime work as a matter of course. The short-sightedness of that approach is manifest in the dreadful service that north Wales rail passengers have endured, despite the best efforts of Avanti train staff, who I have no doubt are just as dispirited by the current situation as anyone else. Like my hon. Friend the Member for Ynys Môn, I highly value the work of Avanti train staff, who are always cheerful and efficient; it is just that they are trying to do their best while working for a really inefficient operation.

    In August, the vast majority of Avanti staff refused to work overtime, meaning that the company, instead of having the staff to run 400 services, had enough to run only 50. Avanti called this “unofficial strike action”. ASLEF disputes that, saying that drivers do not have to work overtime, and it is hard not to have some sympathy with that view. The fact is that if Avanti wanted to take on the franchise, it was up to the company to ensure that it could deliver on its obligations. Avanti says that all train operators rely on overtime to deliver services, but other, comparable train operators have not had the difficulties that it has experienced. For example, LNER, which runs the east coast franchise, has run a normal timetable since February. Avanti must therefore be incapable of cultivating good relations with its staff in such a way as to achieve an acceptable service.

    Avanti formerly operated the franchise under an emergency recovery measures agreement, which fell due to be renewed on 16 October. Many of us fervently hoped that it would not be renewed; indeed, north Wales Conservative MPs wrote to the DFT urging it not to renew it. However, before the 16th, the Department announced that Avanti’s franchise would be extended to 1 April 2023 to assess whether the company could improve its services.

    As we heard from my hon. Friend the Member for Ynys Môn, Avanti has introduced a new timetable with effect from 11 December, although that timetable still represents a reduction in the normal levels of service. Given the strikes that we are currently enduring, it is probably too early to say whether the timetable will hold. However, it is ominous that, as of yesterday, ASLEF has been balloting its members on strike action over new rosters.

    Frankly, Avanti’s stewardship of the west coast franchise has been nothing short of appalling. It has not provided, and it continues not to provide, a proper standard of service to passengers on the west coast main line, and that failure must not be ignored by the Government. I have had a letter from my hon. Friend the Minister today saying that the Government are working with Avanti to try to improve the service. My suspicion is that, with respect, he is flogging a dead horse, because I do not think that Avanti is capable of improvement.

    The current situation is not just inconveniencing travellers; it is damaging the economy right across the country, not least in the part of the world I represent. It is impossible to see any good reason why Avanti should continue to operate the west coast franchise. At the earliest possible moment, the Government should remove the franchise from Avanti and seek a new operator for the west coast main line. Avanti has had its chance, and it has failed. There is no reason why passengers in north Wales or in any other part of the country should be expected to continue to endure the consequences of Avanti’s sheer incompetence.