Rail Services

David Mundell Excerpts

Thursday 11th May 2023 Commons Chamber

[Mr Harper]

I think there were two substantive questions there and I will deal with both of them, but, first, I will accept the hon. Gentleman’s welcome for my decision— I think there was a welcome there.

On industrial action, it does take two to reach a deal. From our side, fair and reasonable offers have been put on the table. They are broadly in line with the offers made to the RMT staff who work for Network Rail which, when put to the members of the union, were accepted overwhelmingly, with a 90% turnout and 76% in favour. Similar value offers with reform have been made to RMT staff working for the train operating companies and have not been put to the members. So the clear outstanding issue is not a new offer but for the offers to be put to the members of the trade unions to enable them to make a decision. There is also an offer on the table for train drivers in the ASLEF union, which has not been put to members. As I said, that would take their average salaries to £65,000 a year. I think that offer is at least worth putting to them. That is the outstanding piece of work that needs to take place. We have done our bit of that job.

The reason why the Scottish Government reached conclusions was that they caved in. They have not delivered reform, and I think they have overpaid with taxpayers’ money. There is a balance to strike in offers that are fair and reasonable to the workers in the industry and the passengers it serves, as well as to the taxpayer. That is a responsibility that I take very seriously.

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

I have repeatedly called out in the Chamber the appalling levels of service that my constituents at Lockerbie station have received over a long period from TransPennine Express and the failure of its management to address those issues. Therefore, I and my constituents very much welcome the decision, because they had no confidence that TransPennine would be able to turn the situation round. As the Secretary of State says, this is a reset, where all stakeholders, including those in Scotland, can come together so that passengers can have the level of service that they both need and expect. Will he expand a little on what he will be doing to ensure that that reset can produce results?

[Mr Harper]

Gladly. My right hon. Friend has indeed raised this issue on a number of occasions. First, my officials will be working with officials in the Scottish Government. This morning, I spoke to Kevin Stewart MSP, the Scottish Transport Minister, to explain the decision and how we will be working with the Scottish Government, looking at services currently under the operator of last resort, which cover the whole of the north of England, as well as cross-border services, which are important to my right hon. Friend. I also spoke to the elected Mayors in the North of England who cover those areas to explain the decision and confirm that we will be working closely with them on the best possible pattern of services going forward. I hope that that demonstrates the Government’s intention to use this reset moment as constructively as possible. I hope that everyone else will respond in like manner.

Avanti West Coast Contract Renewal

David Mundell Excerpts

Tuesday 25th October 2022 Commons Chamber

[Kevin Foster]

What metrics will we use? As with all rail contract awards, the Government will act in accordance with the franchising policy statement made under section 26(1) of the Railways Act 1993, which is already publicly available, in assessing whether to award a new contract. As I have said a number of times from this Dispatch Box, we are clear that the current service is unacceptable and will look for significant improvements before April if we are to extend this contract any further.

I always say that bringing something in-house is not necessarily a magic bullet, as the hon. Member for Coventry South (Zarah Sultana) demonstrated with her recent tweet when travelling on London North Eastern Railway, which is operated by the operator of last resort. For example, there might be issues related to infrastructure, which is of course publicly owned.

Avanti has a plan for improvement and the significant restoration of services in December, and we are seeing new train drivers being trained. Of course, we are seeing the wider impact of industrial action on the network, on which we and the Opposition have very clear views. They support it one day and not the next.

We believe there is a credible plan. There is daily interaction between Avanti and the Department for Transport, with weekly interaction at the most senior level. Ministers are regularly updated, too. We are making sure that a firm eye is kept on this, and we receive regular representations from Members of this House on what needs to happen to ensure this line provides the type of service we all want to see.

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

I have previously raised my concern about the capacity of FirstGroup, which is a partner of Avanti that also operates the TransPennine service that has been absolutely appalling over recent months, particularly for my constituents who use Lockerbie station. Is the Minister clear that FirstGroup has the capacity both to operate TransPennine and be part of the Avanti partnership and, in both, achieve improvements on the currently unacceptable levels of service?

Avanti West Coast

David Mundell Excerpts

Wednesday 7th September 2022 Commons Chamber

[Trudy Harrison]

All options remain on the table, and the decision will take place on 16 October. I think I have already set out the acute challenges that Avanti faces and I make the point again that it takes, on average, two years to train a train driver. These things cannot be resolved overnight. A long-term programme is needed to recruit train drivers to the rail sector.

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

I have previously expressed my concern that, having built up an extensive timetable to Lockerbie station, which is served by both Avanti and FirstGroup, passenger confidence has been completely undermined by the unreliability of services. TransPennine is part of FirstGroup, which is also part of the Avanti partnership. I do believe that some blame lies with First and the way in which it is managing these franchises. Does my hon. Friend agree that it urgently needs to not just get rid of the managing director of Avanti, but address its part in making sure that services are available and that passengers, particularly in a rural area in Scotland such as the one that I represent, can be confident in the reliability of services?

[Trudy Harrison]

Absolutely. I, too, live in a rural area and recognise how important a safe, reliable and affordable rail service is for passengers, especially when they do not have other options. I reiterate that a decision will be taken on 16 October. All options remain on the table. There is no excuse for Avanti’s inability over recent years to recruit sufficient numbers of train drivers. However, we do have a finite number of train drivers in the UK, and so recruiting more train drivers must be our priority. The most important thing is to recruit more people into the transport sector. We can all play a part in that. There are fantastic careers and brilliant qualifications in the transport sector, as I learned yesterday at the women in transport event. My message to all parliamentarians is to work with me in the Department for Transport to convey the great opportunities and careers that are available in the transport sector and also for train drivers.

Rail Strikes

David Mundell Excerpts

Wednesday 15th June 2022 Commons Chamber

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

I want to bring the debate back to passengers and rail users, because my constituents do not just face the strikes next week; they have faced months of industrial action by the RMT affecting the TransPennine network.

We have seen weekend services completely and utterly disrupted. We have seen regular cancellations of weekday services because of the issues around rest day working and working to rule on that issue. We have the conductor dispute, which means that there is essentially no reliable Sunday service. As someone who has worked for 20 years to improve services at Lockerbie station and to encourage people to get on the railways, I can say that these issues undermine confidence in the railways. Lockerbie station is the hub for the rural south of Scotland. There are, particularly for journeys to Edinburgh—

[Angus Brendan MacNeil]

Will the right hon. Gentleman give way?

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[David Mundell]

No, I will not, because the hon. Gentleman would be well advised to learn about the south of Scotland and services that connect Scotland to the rest of the United Kingdom.

We have faced the undermining of confidence in rail travel, but we have also seen—this has not been touched on enough in this debate—disruption to individuals. Constituents of mine travel to hospital appointments on these services. They sometimes have to travel 40 miles to get to the station, only to find that the train has been cancelled at the last minute and they cannot get to a cancer appointment in Edinburgh. They cannot carry out the normal activities that people would want in terms of shopping and leisure, and they cannot carry out their work, and it is totally and utterly unacceptable, and it has gone on for months. The strike and the industrial action have not brought the issue to a resolution; they have simply affected adversely all those people who want to use rail services, and it is not acceptable.

I am not saying that TransPennine and others are not without blame in this. One of my constituents’ complaints, which I have raised with the Rail Minister, the hon. Member for Aldridge-Brownhills (Wendy Morton), is that through something like Traveline, people can actually buy a ticket for a train that has been cancelled, and that cannot be right. It cannot benefit anyone to undermine confidence in rail services. I have worked hard to ensure that my constituents have a full and comprehensive timetable that allows travel not only from Edinburgh and Glasgow, but importantly into the rest of the United Kingdom, and that is being completely and utterly disrupted and undermined.

I travelled to London by train last Monday, because something important was happening in Parliament, only to find that two cancelled trains had to be combined with the Avanti service that was coming to London. The guard threatened to cancel that train too, because there were too many people on it for health and safety. Passengers who wanted to get on the service at Penrith were refused. That is not the way that our rail services should be operating, and it is not the way that the unions, which should clearly want our rail services to not just continue but expand and grow, should support those services.

To conclude, the hon. Member for Paisley and Renfrewshire North (Gavin Newlands) did not mention it, but ScotRail does not run all rail services in Scotland; there are other services that connect Scotland to the rest of the United Kingdom. Let us not have such a blinkered approach from the Scottish Government that merely focuses on rail services within Scotland. People in Scotland want to travel across the whole United Kingdom.

[Several hon. Members rose—]

Oral Answers to Questions

David Mundell Excerpts

Thursday 19th May 2022 Commons Chamber

[Wendy Morton]

The hon. Gentleman is nothing if not passionate about the city of Chester and the region. I am very conscious that the strategic outline business case for improvements in and around Chester station was submitted, and that the document has been reviewed. My understanding is that work is still ongoing.

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

Does the Minister agree with me that the biggest impediment to rail connectivity between Scotland and England is the ongoing dispute between the rail unions and TransPennine Express, which has caused huge disruption to my constituents who use Lockerbie station. Is there anything the Minister can do to bring to an end these unwarranted cancellations and disruptions to services, particularly at the weekend?

[Wendy Morton]

I am very conscious of the disruption, which is really disappointing because of the distress it causes to passengers. It is important to recognise that from the start of the pandemic, the Government earmarked more than £16 billion for taxpayer-funded life support for passenger services. We absolutely urge the unions to work with TPE to identify ways of restoring rest-day working.

HGV Driver Shortages

David Mundell Excerpts

Monday 13th September 2021 Commons Chamber

[Grant Shapps]

If the hon. Gentleman had his way, he would be importing drivers from England to settle the shortage. It just makes no sense. We have gone round in circles on this. The reality is that we are working very hard to fix a global problem through enabling more testing and encouraging more people into the market. I would welcome him encouraging people to join this market, too.

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

Anyone who has engaged with the haulage industry over many years, as I have, knows that this issue is nothing to do with Brexit and much to do with a long-running image of an industry that has found it difficult to attract people. I welcome the measures announced by my right hon. Friend, which many hauliers in my constituency would say are overdue. Does he recognise that there is still a concern about the short term and that many of the measures will take some time to work through? What does he envisage happening in the short term to allay fears in my constituency and elsewhere about people getting the goods they want for Christmas, for example?

[Grant Shapps]

First, it is important to say that many of the solutions rest with the sector. It is not simply the Government who need to resolve the supply shortages; as I said earlier, it goes much wider to the maritime industry and others as well. None the less, we have taken early and consistent action that has already increased the number of tests available by 50%; and, as I described, my first meeting in this job was about enabling more people to come into the sector. The measures that I announced to the House through Friday’s written statement and, in particular, the number of testing slots that will become available straightaway as a result, take that faster and will have an impact this side of Christmas.

HS2

David Mundell Excerpts

Monday 13th September 2021 Westminster Hall

[David Mundell (in the Chair)]

Before we begin, I ask Members to adhere as best they can to the social distancing guidance produced by the Government and the House of Commons Commission. Please give each other and members of staff space when seated, and when entering and leaving the room. Members should send their speaking notes to [e-mail]. Similarly, officials should communicate electronically with Ministers.

--- Later in debate ---

[Zarah Sultana]

I thank my hon. Friend for giving way. I share many of the concerns about HS2 that she has raised. These concerns were made very clear to me when I joined constituents affected by the project earlier this year and saw the impact of HS2 on them and their local area. In addition to the environmental issues that my hon. Friend has raised, what keeps coming up time and again from constituents is noise pollution. Does she agree that it is long overdue for HS2 to put up noise-cancelling barriers to stop the disruption that is plaguing so many constituents?

[David Mundell (in the Chair)]

I will just say at this stage that because the debate is heavily over-subscribed, those people making interventions, particularly lengthy ones, are unlikely to catch my eye for the debate itself.

[Taiwo Owatemi]

Thank you, Mr Mundell, and I will try not to take any more interventions.

The benefits that I have just outlined are dependent on the Government following through on the entire project. As was highlighted by my right hon. Friend the Member for Leeds Central (Hilary Benn), earlier this summer the Department for Transport directed HS2 to stop all work on the leg linking Birmingham with the east midlands, Sheffield and Leeds. I know that the Government have made efforts to quell rumours that this leg of HS2 will be scrapped, but they have not issued any outright denial of that possibility.

That certainly brings into doubt some of the predicted economic benefits of constructing HS2. To be clear, the Government’s business case for HS2 depends upon building an entire railway network, not just fragments of HS2 for the favoured few. Failing to build that network would not only break the Government’s promise regarding the returns on HS2, but destroy their promise on levelling up the west midlands and, indeed, the midlands as a whole.

The Government must be clear about which part of HS2 will in fact be constructed, so that MPs have all the facts. As is evidenced by this petition, the potential benefits of HS2 have often been overshadowed by the controversies over how the Government have so far managed this major project. The petition refers to the extraordinary increase in the bill for building HS2. Back in 2009, the projected cost was £37.5 billion. By 2020, that figure had ballooned to £107.7 billion—an increase of 361%—and that hike is before much of the construction has even begun. That is completely unacceptable—how in the world did it even happen?

A review by the National Audit Office concluded that the key reason the price of HS2 skyrocketed was the Government’s failure to estimate accurately how quickly and cheaply they could build HS2 and the constantly changing scope of the project. In many ways, this project has clearly been mismanaged and there are no guarantees that the cost of it will not continue to rise.

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[James Gray (North Wiltshire) (Con)]

On a point of order, Mr Mundell. There is a Division in the House.

[David Mundell (in the Chair)]

Thank you, Mr Gray, for pointing that out. I will now suspend the sitting for 15 minutes.

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On resuming—

[David Mundell (in the Chair)]

The debate will now continue until 7.45 pm. I call on Taiwo Owatemi to conclude her remarks.

[Taiwo Owatemi]

Thank you, Mr Mundell.

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[Taiwo Owatemi]

I thank my hon. Friend for raising such an important point, which I will come on to.

I am deeply concerned about the environmental destruction that this project is causing to ancient woodland areas. The Woodland Trust estimates that 108 ancient woodland areas are at risk of loss or damage as a result of construction on HS2, and that irreparable damage to an ancient woodland ecosystem and biodiversity cannot be adequately addressed by planting a few saplings over a few years or generations. These environmental concerns alone give me pause for thought.

If HS2 is to be anything close to a success story, it must change course. I am worried that this project will continue with the same mismanagement that has characterised its construction so far, and has increased the projected construction time by about eight years and projected costs by over £60 billion. The same mistakes will continue to plague other phases unless we see change. HS2 Ltd needs to be much better at listening to the communities that it is impacting most, and to take the time to allow contractors to weigh in on what truly works best for local communities.

Finally, I will touch on something larger that is at stake: public trust. When we consider new and ambitious infrastructure projects, the public must trust that the Government will be open, transparent, trustworthy, cost-effective and efficient. With HS2, that has all too often not been the case, and I worry that the public’s diminished faith in Government’s ability to manage such projects effectively will prevent them from supporting positive and ambitious infrastructure projects in future. The end does not always justify the means. I look forward to hearing from the Government how they plan to address the important concerns I have raised, and to hearing the issues of concern to MPs from across the House and their ideas on how to drastically improve the HS2 project.

[David Mundell (in the Chair)]

I am imposing a three-minute limit on contributions. I call Jeremy Wright.

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[Robert Largan (High Peak) (Con)]

HS2 is probably the most poorly explained and poorly understood policy in our national discourse. Over the past decade, a series of myths have been perpetuated about it, by a combination of muddled thinking and the efforts of well-funded self-interest groups. I therefore welcome this opportunity to address some of those myths head-on.

First, despite its name, HS2 has never been simply about shaving 30 minutes off journey times down to London. It has always been about tackling the capacity challenge on the country’s most important strategic railway, the west coast main line. If we were to cancel HS2 and do nothing, within a few years this most vital artery of our entire national railway network would quite simply grind to a halt, causing huge damage to our economy, especially in the north and midlands.

I have seen many people claim that the internet and remote working will take care of this problem all by itself, ignoring the fact that—excluding the period of the pandemic—rail passenger figures have gone up in every single year since the internet was invented. They also ignore the issue of rail freight. I am all for harnessing technology, but with the best will in the world we cannot deliver millions of tonnes of goods via Zoom. We are already seeing the consequences of being overly reliant on road haulage, with the problems being caused by the shortage of continental HGV drivers. A failure to invest in our rail freight capacity would only make this situation worse.

Secondly, let us examine the cost of HS2 and let us give the anti-HS2 lobby the benefit of the doubt, taking their absolute worst-case scenarios on both costings and completion date at face value. Doing that, we would be looking at spending just over £5 billion a year; to provide some context, that is about half of what we spend on overseas aid. It is a lot of money, but investing around 0.25% of our GDP every year for a limited period to fix the most important railway network in our country is hardly disproportionate.

Thirdly, perhaps the most common argument against HS2 is that we should prioritise fixing existing commuter rail services instead, which is an argument that buys into a completely false-choice narrative. After all, London was not forced to choose between Crossrail and Thameslink; the north and the midlands should not be forced to make a choice, either. This argument also completely misses the point of HS2, which is to free up capacity on existing commuter lines and enable other transport improvements, such as Northern Powerhouse Rail. When the Transport Committee visited Birmingham, we heard very compelling evidence from Andy Street that HS2 also allows improvements such as the midlands rail hub.

My constituency is a good example of this situation. I have two railway lines, which have very limited capacity, that run through one of the busiest corridors in the country—Stockport to Manchester. HS2 would free up that capacity and allow for significant improvement in rail services for places such as Buxton, New Mills, Chinley and Whaley Bridge.

Finally, and most erroneously, a myth has developed that HS2 will be bad for the environment. If people are serious about tackling climate change and decarbonising the economy, I cannot see how they can credibly oppose HS2, a project specifically designed to reduce our reliance on domestic flights and to get cars and HGVs off our roads, shifting people and freight from a high-carbon form of transport to a low-carbon one.

In conclusion, therefore, completing HS2 is good for jobs, good for the economy, good for public transport and good for tackling climate change. It is vital that we keep HS2 on track.

[David Mundell (in the Chair)]

Finally, I call Alexander Stafford. Please can keep your contribution to two minutes.

[Alexander Stafford (Rother Valley) (Con)]

Thank you for calling me, Mr Mundell; I am conscious of the time.

I stand here in Westminster Hall today to oppose HS2, as I have opposed it ever since being elected. Over 700 of my constituents signed the petition. And I was actually joined at one of my street surgeries just last Friday by Sandra Haith, a stalwart member of the Bramley anti-HS2 group. She gave me another petition that was signed by 8,000 constituents a couple of years ago. In Rother Valley, a northern seat and a seat that the Government want to level up, we say that we do not want HS2.

I want to challenge this fallacy that HS2 is involved with levelling up. It is quite the opposite: HS2 takes money and resources away from levelling up. I say that HS2—I am particularly talking about the 2b arm that runs roughshod through my constituency, destroying 400 homes—damages the levelling-up process. Why is that? First of all, we have heard about £150 billion. What my constituency could do with £15 million would be transformative. Give us some of that; do not give us a rail line that we cannot get on to. That money is what we need.

On top of that, we have talked about the trans-Pennine route here today; that is what we need. But what I hear from suppliers and construction companies is that there are not enough resources. There is not enough concrete; there are not enough tradesmen at the moment actually to build anything else. That is because HS2 is this gaping maw that is sucking in resources, sucking in money and sucking in everything, but not actually delivering anything. That undermines the whole concept of levelling up, so I say to the Government: we need to stop HS2 and the 2b arm.

If newspaper reports are to be believed, the 2b arm will be scrapped. I welcome that and I hope the Minister will confirm that. Hundreds of my constituents, whose homes are being destroyed or compulsorily purchased, are being left in limbo. They do not know what is going on. We cannot just mothball it. We need to cancel it so that they can get on with their lives.

I have one more point: we are destroying 400 homes in the Rother Valley. At the same time, Rotherham council is building new homes on the green belt, which is ridiculous. We are destroying the homes that we have and building on the green belt to make up for the loss. The HS2 project is a disaster, and 2b needs to be fully cancelled.

[David Mundell (in the Chair)]

I thank the hon. Member for sticking to the time, and I thank Mr Newlands who has reduced his time available so that other Members can participate in the debate. I call Gavin Newlands.

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[Gavin Newlands]

I have already halved my speech. We would also look to eventually have high-speed rail all the way to Glasgow and Edinburgh. Will the Minister tell us by what year high-speed rail will be delivered to the border? The Scottish Secretary could not answer that question last week. As an England-only project, HS2 falls within the remit of the UK Government with oversight by English MPs. The SNP does not usually attempt to interfere in devolved decision making for England unless there are budget implications for Scotland.

Although we support the principle, it is fair to say that the HS2 project has now regressed and become short-sighted. It does not place proper emphasis on connectivity across these islands. The fact that there is no discussion to link up to Wales directly and not even giving the Welsh Assembly any Barnett consequentials is shameful. As an England-only national infrastructure project, HS2 delivers spending consequentials to Scotland. Will the Minister confirm that that will continue to be the case to enable the Scottish Government to continue to build the carbon neutral transport infrastructure for Scotland? As the cost of HS2 continues to increase, UK Ministers must make sure that all devolved nations are not left out of pocket because of their decision to spend so much on one project in England.

We are also not oblivious to the environmental issues that many of us, even Scottish MPs, have been inundated with. It is important that any work on HS2 takes into consideration the wider environmental impact. As we have heard from many Members this evening, that certainly has not been the case thus far. The Scottish Government are of course looking to decarbonise Scotland’s transport network through decarbonising rail and investing in green buses and public transport. Scotland’s electrification scheme is an ongoing exemplar to the rest of the islands, particularly the DFT, which has electrified lines at half the pace of the Scottish Government over the past 20 years or so.

We are beginning the process of bringing ScotRail into public ownership to create a network that works for the people of Scotland and not just private profit. Scotland and the other devolved Administrations have robust processes for identifying investment priorities, each setting their own strategies and priorities for transport. Transport infrastructure, as you know, Mr Mundell, is devolved. Decisions on investment were taken by the Scottish Government through an infrastructure investment plan and the second strategic transport projects review. It will consider infrastructure proposals that are founded on robust evidence and that support the vision and outcomes of that strategy and meet the needs of the people and businesses of Scotland, not the political whimsy of the Prime Minister, whose track record in this area is nothing short of calamitous.

The Minister has said previously, and will no doubt say again today, that HS2’s connectivity will benefit the whole UK, so it is therefore important to make my final point—I know you would not agree with it, Mr Mundell, but you are an impartial Chair today. The Union connectivity review was established without any meaningful discussion with the devolved Administrations, and it undermines devolution. The UK Government are now threatening to withhold funding to Scotland unless the Scottish Government sign up to the review, which was carried out without Scottish Government input. That shows that the review is not about collaboration, but about the UK Government inserting themselves into devolved areas of government. The UK Government must respect the devolution settlement and stop undermining it for the single purpose of being able to put Union Jacks on Scottish projects.

[David Mundell (in the Chair)]

Indeed, I am neutral in this debate, so I will now move on. Tanmanjeet Singh Dhesi has eight minutes.

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[Mr Dhesi]

I thank my hon. Friend. Yes, I am always happy to engage in a debate in the main Chamber. Given the level of excitement and passion among hon. Members, I think the Government and the Leader of the House should look closely at that.

Just last week, the Rail Delivery Group warned that a further 20% shift from rail to roads would lead to an increase of some 300 million hours of traffic congestion. We cannot allow the pandemic to push us backwards in our plight of decarbonising transport. The impact of returning commuters and building HS2 is wider than just transport, with £30 billion in high street spending that is crucial for keeping businesses open in our towns and city centres. Many businesses and commuters have made crucial plans around the guarantee of HS2 being delivered, and the Government have promised that it will stimulate the economy and rebalance the north-south divide.

However, continued failures of Government to properly commit to the eastern leg to Leeds paints a very different picture. No integrated rail plan, no Northern Powerhouse Rail and no eastern leg—does the Minister think that is good enough? Siemens, Hitachi, Alstom, Aecom, British Steel, Mace, Babcock and many other businesses certainly do not. This week, they noted that

“scaling back the line would have a ‘devastating impact on confidence’ in the industry”

and that

“it is the communities in those regions who will be most let down should the eastern leg not move forward”.

I ask the Minister to address this in his response. The Government’s usual dither and delay will not cut it. The mismanagement of HS2 has left Government contemplating a decision to abandon those promises. Ballooning costs and persistent delays, which have become characteristic of this Government, have hurt communities, leading to some losing their confidence in such a project. That is why I urge the Government and HS2 to get a grip on this.

Although the Labour party stands behind the completion of HS2, that does not mean that constituents’ concerns can be ignored. I hope the Minister has listened today and will provide some concrete reassurance on the environmental, cost and business case for HS2. If we do not commit to it in full, significantly increase capacity in our network and encourage a seismic shift towards rail, I fear net zero may be out of reach and communities will be left behind. We must therefore ensure that the Government deliver on their promises.

[David Mundell (in the Chair)]

Can the Minister ensure that we have a minute at the end for Ms Owatemi to respond to the debate?

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[Andrew Stephenson]

I am happy to commit to that.

[David Mundell (in the Chair)]

Sincere apologies to everyone who was not called because of the shortness of time, as Ms McVey has pointed out. I call Ms Owatemi to conclude the debate.

Union Connectivity Review

David Mundell Excerpts

Tuesday 16th March 2021 Westminster Hall

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con) [V]]

Obviously, the hon. Member for Inverclyde (Ronnie Cowan) is disappointed and has delivered what we might have expected. It is all about independence; it is not about delivering for the people of Scotland on the issues that are really important to them.

My constituents, watching this back in Dumfries and Galloway, will be absolutely appalled by the ignoring of the issues that really impact on them. One of those issues is that the A75, which is one of the most important strategic routes in the UK and was identified as such in Europe, has received little or no investment from the Scottish National party Scottish Government.

That is something of a surprise, because back in 1997, when Alasdair Morgan, the former MP, was campaigning, the A75 was Scotland’s forgotten road and was to be prioritised. Then, in 2001, I read in my local paper that the A75 was the nationalists’ top priority. It had been identified in an SNP policy paper as an absolute in terms of upgrading Scotland’s transport infrastructure. But still there is no meaningful upgrade to that road.

Back in 2016, ahead of the Scottish parliamentary election, we were promised a transport summit in Dumfries and Galloway within 100 days of that election. Well, guess what? The SNP Government could not even meet their 100-day target, which did not even come with any financial consequences. A meeting was subsequently held in 2016 and—surprise, surprise—what has happened since? Nothing, nothing; no meaningful upgrades to the A75. That is why my constituents and I welcome this report, which identifies the strategic importance of the A75 for traffic coming from Northern Ireland, but it also is important for my constituents who live in the Dumfries area and want to go to work in Carlisle.

Instead of having these snivelling, pathetic constitutional arguments about the administration of the project, I want to see the Scottish Government grasp this opportunity and get the job done. I want to see a dualled A75 between Gretna and Stranraer. I would work with anybody to achieve that. My son, Oliver Mundell, who is the MSP for Dumfriesshire and has campaigned relentlessly to dual that road, is of the same mind. It is not about all these constitutional technicalities and the obsession with independence, it is about getting the A75 dualled. When people come to vote on 7 May in the south of Scotland, I think they will know who are the people who stand up to get something like the A75 done and who are just apologists for the SNP Government in Edinburgh.

I want to use the final minute to make one brief plea to the Minister about a very particular local issue: the upgrading of junction 45 of the M6. Cross-border connectivity is not just about big schemes. Junction 45 of the M6 serves the Gretna area, but is in England and administered by Highways England. There have been long-running efforts to improve that junction, which would prevent heavy traffic having to go through Gretna, which, as the Minister will know, is world renowned for its wedding industry and offerings. The junction needs to be upgraded to stop that. There have been various attempts to do it, but they have not progressed. I hope in her closing remarks she will give me some hope that that will indeed happen.

Oral Answers to Questions

David Mundell Excerpts

Thursday 12th March 2020 Commons Chamber

[Chris Heaton-Harris]

My hon. Friend wisely highlights a proposal that will be considered among the bids for the Restoring Your Railway fund. I would be delighted to meet him to talk about it.

[David Mundell (Dumfriesshire, Clydesdale and Tweeddale) (Con)]

The Secretary of State is already aware of how unhappy my constituents who use Lockerbie station are—after fare increases, they have seen an appalling level of service from TransPennine. TransPennine has now made certain commitments to improve the service; what can the Department do to ensure that it meets those commitments?

[Chris Heaton-Harris]

The Secretary of State and I met the TransPennine leadership not so long ago to put the very points that my right hon. Friend has just made. As he knows, there has been quite a big change at the head of that franchise. We are working with the new management to ensure that the new trains operate correctly and that the service his constituents would like is actually delivered for them.