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Dawn Butler (in the Chair)
I will call Clive Jones to move the motion and then call the Minister to respond. I remind other Members—one Member—that they may make a speech only with prior permission from the Member in charge of the debate and the Minister. There will not be an opportunity for the Member in charge to wind up, as is the convention for a 30-minute debate.
Clive Jones (Wokingham) (LD)
I beg to move,
That this House has considered the introduction of Class 701 trains on the Waterloo-Reading line.
It is a pleasure to serve under your chairship, Ms Butler. I am honoured to have secured this debate on a matter close to the hearts and frayed nerves of many in my Wokingham constituency.
Imagine, Ms Butler, that you are one of my constituents commuting to London or Reading. You spot your train on the horizon—the all-too-familiar blue face and red shell of the class 455 train, built in 1983 and rattling along for 42 years. That sight will produce an inevitable sigh of despair from all at the train station: it will not be a comfortable journey. Hon. Members might wonder what is so bad about that rolling relic. For starters, on a day like today, when we have 34 degrees of heat, if they step inside the train, they will be treated to a delightful 45°C sauna, courtesy of no air conditioning and poor ventilation.
Despite the journey from Wokingham to Waterloo taking an hour and 12 minutes, there are no toilet facilities on board. Speed restrictions apply exclusively to the 455 on the Waterloo to Reading route, which means slower journeys and greater delays. That is why the class 455 is being replaced by the new, sleek class 701, also known as the Arterio. The Arterio train will mean air conditioning, real-time passenger information, more seating and actual toilets. However, the journey to introduce the new trains has encountered unacceptable delays, setbacks and uncertainty that go unresolved to this very day, despite the fact that they were promised nearly eight years ago.
Adam Dance (Yeovil) (LD)
Many feel that the railway services in Yeovil are not good enough. Does my hon. Friend agree that in rural areas we need to replace the old trains that we rely on, some of which are more than 40 years old—a lot older than I am—and improve access and staffing at railway stations so that constituents with disabilities can use trains in a safe manner?
Clive Jones
I completely agree with my hon. Friend; we do need to improve rolling stock. Part of our problem on the South Western Railway line, Wokingham to Waterloo, is that it is old rolling stock, which is what this debate is about. He also mentioned better access for disabled people, and I 100% agree that that is absolutely needed.
Although I am aware of a few Arterio trains running on the South Western Railway network, that is still not the case on the Waterloo to Reading line, which my constituents use every day. Numerous promises have been made by South Western Railway and the Department for Transport, but almost all of them have been broken. In 2019, the Department for Transport claimed that in the coming months new trains would be introduced on the South Western Railway network, but what has happened? Nothing. In 2020, the Arterio was destined to be first rolled out on the Waterloo to Reading line. In 2022, the South Western Railway business plan stated that SWR would
“introduce the new Arterio fleet as soon as possible”.
Two years ago, the Department for Transport stated that the trains would be in service as soon as possible in 2023. Last year, SWR stated that the roll-out of the full fleet would take up to 18 months from January 2024, and I was informed that the trains would be ready for me to travel in to Parliament by June 2025. Now, in 2025, SWR still does not have a final timeline for when my constituents will get to benefit from the new trains. Every year promises have been made, and every year promises have been broken.
With SWR nationalised, the Department for Transport must scrutinise the project relentlessly until it is properly delivered. I ask the Minister: when will the Arterio trains be in service on the Waterloo to Reading line? I would also be grateful if he would set out in detail what steps are being taken to ensure that the Department for Transport does not allow the delays to be extended any further.
I remind Members that the previous Conservative Government were completely complacent on this matter. No contractual penalties were imposed on the owning company of SWR, despite its failure to deliver with taxpayers’ cash. Did the Department for Transport consider imposing penalties when Labour was elected in July 2024? If not, why not?
On 9 June 2025, in response to a written parliamentary question tabled on 30 May 2025, the Minister stated:
“The new Managing Director of SWR is now developing a detailed plan”
for introducing the Arterio fleet. Did such a plan not exist under the previous, privatised version of SWR? When can we expect the plan to be completed, and will it be available for scrutiny by Members of this House? Finally, will the Minister extend an invitation from me to meet the Minister of State for Rail to discuss these issues in more detail?
The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)
It is of course a pleasure to see you in the Chair, Ms Butler. I congratulate the hon. Member for Wokingham (Clive Jones) on raising this issue.
The Department is keen to provide the significant improvements to the passenger experience and capacity that travellers on the South Western Railway network deserve, and we are working with SWR to ensure the continued roll-out of the 701 Arterio trains as soon as possible. The Government are determined to turn this situation around, but we inherited, frankly, an abject mess from the previous train operating company, which, over six years, failed to get the new fleet of trains into service.
SWR entered into the class 701 rolling stock lease contracts with Alstom in 2017, and the new class 701 fleet was due to be delivered between 2019 and 2021. The delays were initially caused by manufacturing and software issues, and later by the operator seeking to agree a safe plan for driver training and platform infrastructure readiness. Prior to transfer to public ownership, the Secretary of State invited FirstGroup and MTR, the then owning groups of SWR, to an urgent meeting to discuss the issues affecting the 701’s introduction, their plans to resolve the issues, the robustness of the roll-out plan and the factors that led to such a material delay in the introduction of the fleet. At the time, officials requested an urgent plan for SWR to resolve the issues, and held SWR to account for those plans to introduce further units as soon as possible.
SWR successfully transferred into public ownership on 25 May under the leadership of the new managing director, Lawrence Bowman. This was a watershed moment in our work to return the railways to the service of passengers. Mr Bowman has written to the hon. Member for Wokingham offering a meeting, and would welcome the opportunity to expand on his emerging plans and to hear the hon. Member’s concerns.
Adam Dance
Will the Minister and the Government agree that it is vital to try to get more electric trains across the south-west? After meeting with the railways, I know they are concerned that they will find it hard to replace the diesel stock with electric stock down in Somerset. Can we urge them to push and look at getting more investment into electric trains?
Simon Lightwood
I am sure that the Rail Minister will have heard that comment.
The new managing director of the publicly owned SWR has been tasked with producing a plan to introduce the 701 fleet as quickly as possible. The delays to its introduction have happened under what I would say is a flawed franchising system, not under public ownership. While there have been significant delays as a result of manufacturing and software issues, those long-standing issues are not related to public ownership.
Out of a total of 90 units, 11 are now running daily in passenger service, and the 12th service will be introduced in the week commencing 7 July. A total of 181 drivers have also been trained. Positively, since day one of public ownership, four further 701s have been brought into passenger service. That compares to only one additional unit being introduced in the six months prior to the transfer. Passengers on the Waterloo to Reading line should hope to see class 701s gradually entering service shortly.
The 701 fleet will significantly improve performance by reducing cancellations and short formations. Other benefits of the new fleet include a 50% increased capacity compared with the 455 fleet; accessible toilets—the hon. Member for Yeovil (Adam Dance) quite rightly referenced accessibility—air conditioning, something that we can all appreciate today; charging points at every seat; real-time information screens; onboard wi-fi and walk-through carriages. Customer feedback on the 701s has been positive, with people welcoming improved on-train information screens—a 21% improved score—and a 22% improved score on cleanliness compared with the current 455 fleet in use.
The Government are pushing ahead with an ambitious programme of transfers into public ownership. Three operators’ services will have transferred by the end of 2025, at which point seven of the 14 operators for which the DFT is responsible will be publicly owned, and we expect all currently franchised services to have transferred by the end of 2027.
This Government’s bold vision for railways will see a unified and simplified rail system that relentlessly focuses on improved services for passengers and freight customers, and better value for money for taxpayers, ending years of fragmentation and waste. The Government will put passengers back at the heart of our railways and introduce new measures to protect their interests. That includes paving the way for a powerful new passenger watchdog, which will give passengers an independent voice and hold train operators to account.
The railways Bill will enable the biggest overhaul of the rail sector in a generation. It will streamline the current fragmented system by establishing Great British Railways—GBR—as a new directing mind for the industry, unifying track and train under a single public body to deliver better services for passengers and customers and, crucially, better value for money for taxpayers.
The Bill will also ensure that the benefits of a streamlined, integrated network are felt right across communities at a local level by establishing a new statutory role in governing, managing, planning and developing the rail network for devolved Governments and mayors. That means that local communities will be at the heart of decision making, ensuring that the railways work to meet their needs, connecting them to jobs and opportunities across the country.
I thank the hon. Member for Wokingham once again for securing this debate, and the hon. Member for Yeovil for attending in support.
Question put and agreed to.