Train Services: Extreme Weather

Markus Campbell-Savours Excerpts

Tuesday 3rd November 2026 Westminster Hall

[The Parliamentary Under-Secretary of State for Transport (Simon Lightwood)]

It is always a pleasure to see you in the Chair, Ms Jardine. I begin by expressing my sincere condolences to the families and loved ones of those who lost their lives in the tragic train crash in Toledo, Spain, on 28 October and to all those affected. I know that the UK rail accident investigation branch was quick to offer its expertise and support to its counterparts in Spain in the aftermath of the tragedy. I also want to acknowledge the recent derailments at Lewes and Wickford and the collision at Bedford over the summer. My thoughts are with everyone affected by those incidents. I am sure that Members from across the House will join me in paying tribute to the emergency services and all those involved in the responses.

Those incidents are a reminder of our responsibility to remain vigilant, learn from what has happened and maintain an unwavering focus on safety. As the relevant independent authorities continue their investigations, it is important that we avoid speculation and allow their work to conclude before drawing any conclusions about causes.

I am pleased to speak about the impact of extreme weather on train services. I congratulate my hon. Friend the Member for Cannock Chase (Josh Newbury) on securing the debate, and I thank all other Members for their contributions. If I do not manage to address specific points, I assure Members that the Rail Minister will have heard them, and they can always follow up in writing.

The effects of extreme weather on the railways are felt not as abstract statistics, as my by-election twin, the hon. Member for Honiton and Sidmouth (Richard Foord), said. This is about not just statistics but missed connections, disrupted working days, uncertainty for passengers and freight, and the impacts on local economies and customers. Communities need a railway that is safe and reliable and able to recover quickly when conditions deteriorate.

[Markus Campbell-Savours (Penrith and Solway) (Lab)]

In Cumbria, we fully appreciate how disruptive bad weather can be, and we have quite a lot of experience of it, but we do not appreciate why bad weather in Scotland can mean that trains heading north on the west coast main line terminate in Preston, which is nearly an hour away from Penrith and even further away from Carlisle. Will the Minister commit to writing to Avanti and Network Rail to determine why that is and consider solutions that might get my constituents home a bit quicker?

[Simon Lightwood]

My hon. Friend raises a really interesting question. I do not know the answer, but I will make sure I speak to the Rail Minister and see what answers we can get for my hon. Friend.

This summer brought the challenges we are discussing into sharp focus. The UK experienced five widespread heatwaves between May and August. In June, the Met Office issued a rare red extreme heat warning. During the most severe conditions, on 24 and 25 June, passengers were advised to make only essential journeys in affected areas, including the west midlands. Services continued to run, but safety required reduced speeds and amended timetables. That meant longer journeys and a greater risk of delays, cancellations and late changes.

My hon. Friend the Member for Cannock Chase is right to highlight the experience in his constituency. This summer, heat reduced Chase line services, while intense rainfall flooded the railway between Hednesford and Rugeley and forced trains to terminate at Hednesford. Further storms disrupted services in October. These events reinforce the need for better preparations, including drainage, targeted investment in resilience and strong local partnership working. Network Rail has produced a weather resilience and climate change adaptation plan for each of our regions, and those plans indicate where investment may be needed during hot weather and how issues can be addressed.

The first duty of the railway is, of course, to keep passengers and staff safe. Speed restrictions, targeted inspections and temporary closures can be really frustrating, but they are needed to ensure a safe railway. The task is to make those decisions earlier and more precisely, communicate them clearly and restore the service as quickly as conditions allow.

The industry has drawn practical lessons from summer 2026, including preparing earlier, focusing on the greatest risks, planning for prolonged heat, and making decisions sooner. Operationally, that means acting as one railway, using restrictions in a targeted way, building recovery into the response and adapting quickly as evidence changes. The Railways Bill will establish Great British Railways, which will integrate operations and infrastructure in regional routes to ensure that they act as one railway. In the meantime, the rail industry has established a climate change programme co-chaired by Network Rail and Department for Transport Operator Limited to provide strategic direction, align the industry and monitor delivery.

Preparation is not confined to summer, nor are climate risks confined to heat and the consequential moisture and soil deficit in many areas. The developing El Niño is expected to increase the chances of wetter, stormy conditions across the UK this autumn and in early winter, with stronger winds and increased risks of heavy rainfall and flooding. Colder spells are also possible. The railway is therefore preparing for a range of conditions using drones, specialist treatment trains and autumn forecasts, while managing vulnerable trees, planning contingency timetables, monitoring conditions in real time and deploying winter equipment to keep passengers moving safely.

As well as operational preparedness, we need to look to the future. Summers such as the one we experienced this year will become increasingly common. As was said, extreme weather has become the weather. The changing climate means that resilience cannot simply be something that we consider after extreme weather strikes. It needs to be built into the everyday decisions we make about how the transport system is maintained, operated and funded. That is why the Department for Transport launched its climate adaptation strategy for transport in December 2025, setting out our vision for a transport system that is safe, reliable and resilient to a changing climate.

Importantly, the strategy is about turning that ambition into practical change, supporting the transport system to prepare for the impacts of climate change by setting the strategic direction, strengthening the evidence base and embedding adaptation into planning and decision making. That approach is already being put into practice on the railway. Network Rail is pioneering work on adaptation planning through its adaptation pathways so that investment can be prioritised and staged as risks change.

Publicly owned train operators have for the first time also developed weather resilience and climate adaptation plans looking at climate risks across the railway, not only in respect of infrastructure, but to staff and customer welfare too. For example, working air con is equally important. Just yesterday, the Department for Transport published the first transport resilience strategy to provide strategic direction to improve the resilience of the transport sector and ensure that resilience principles are embedded in decision making and planning. The hon. Members for Strangford (Jim Shannon) and for East Londonderry (Mr Campbell) will be pleased to know that as part of that work, we are setting up a four nations transport resilience group.

Looking ahead, Great British Railways will address resilience across track and train as one system, while the long-term rail strategy will highlight climate resilience and adaptation as a clear priority, building on the £2.9 billion being invested between 2024 and 2029. That has been invested in activity but also technology to improve resilience to extreme weather and climate change.