Train Services: Extreme Weather

Richard Foord Excerpts

Tuesday 3rd November 2026 Westminster Hall

[Richard Foord (Honiton and Sidmouth) (LD)]

It is good to see you in the Chair, Ms Jardine. I congratulate the hon. Member for Cannock Chase (Josh Newbury) on securing this debate. It is one that I have tried to secure on a number of occasions, because the west of England line runs through my constituency, passing through the towns of Axminster, Honiton and Feniton. I was struck a moment ago by my hon. Friend the Member for Chichester (Jess Brown-Fuller) describing how extreme weather has become, simply, weather. That was very well put. In this debate, we could talk about not extreme weather but the impact of climate change on our transport infrastructure.

It is good to see the Minister for Local Transport in his place, because he has been fantastic at securing new railway stations for mid-Devon and Somerset at Cullompton and Wellington, respectively. He does an excellent job in his role, and that is why I am pleased to have the opportunity to talk about Liberal Democrat policy as well as the west of England line. The line connects Exeter with London Waterloo and goes via Salisbury. Much of that line, certainly west of Salisbury, is single track. When there is a disruption or delay, that means that the whole timetable gets thrown. Understandably, a lot of residents in east Devon have contacted me about that in the dry hot summers that we have had in the last two years. South Western Railway describes the main consequences of that dry weather as “soil moisture deficit”, which is a euphemism for embankments that are dry. That is largely due to the route sitting on clay. When prolonged heat and drought remove moisture from the soil, the clay shrinks, the embankments move and the track moves, too.

In those conditions, it would be dangerous to carry on as normal. Speed restrictions have to be imposed. We saw the consequences of extreme weather on a railway line that does not have any disruption to the schedule in Lewes earlier this year, when a Southern train derailed. The problem in that case was “track geometry irregularity”, which I think is a euphemism for rails that have bent. In seriousness, I accept that safety has to come first. But we have to acknowledge that while safety is a priority, it is having severe consequences on the people we represent.

I want to consider young people who are trying to build their futures. One person from Awliscombe wrote to me to say that his 17-year-old daughter could no longer get to her apprenticeship for 8 o’clock in the morning, because the only train reaching Exeter at that time had been cancelled. Without any replacement bus service, he and his wife are having to make a 40-mile round trip by car to get their daughter to work. That is not an isolated incident: roughly 550 college students travel on the west of England line to Exeter college. A father from Offwell told me that his daughter, who has just started, is subjected to train cancellations and delays, and often spends two to three hours every day waiting for a train home from Exeter. A mother from Honiton explained how, since both the 7.30 am train and 7.45 am bus have been cancelled, there is no way for students to arrive on time for their 9.45 lectures.

Students are relying on the service to access their further education, but it is also affecting working people. Shelby Gittens is a dental hygienist from All Saints near Axminster. She has been prevented from reaching Exeter reliably before the start of her working day. Due to the delays, her office has had to reschedule her 9 o’clock patients indefinitely until the matter is resolved. Given that Devon is one of the UK’s foremost dental deserts, that is quite a serious consequence for people trying to get dental work in Devon.

[Caroline Voaden (South Devon) (LD)]

Forgive me for being late, but the railway did not want me to be here for the start of this debate. My hon. Friend talks about the impact of delays on the line on working people; we in the west of England are going to be impacted for two years or possibly more by the works at Old Oak Common. For the tiny sum of £12 million, which is just over half of what is being spent every day on HS2, highspeed wi-fi could be put on every one of the 94 trains on the Great Western Railway network. If it was, all those working people like me who get stuck on delayed and slow trains going down to the west of England would not mind an extra 10 or 15 minutes on the journey time, because it would be productive. Does my hon. Friend agree that the Government need to fund that project?

[Richard Foord]

My hon. Friend makes a good point. Time is not wasted on a delayed train if there is a good wi-fi connection for the workers onboard, so I recommend that investment in the main line. On the west of England line, which is the poor relation to Great Western, I have heard from constituents who have been trying to get to colleges, schools and businesses, and from patients and families, about the effect it is having on the local economy. Those disruptions often hit the most vulnerable in our society the hardest.

Kathryn Wilkerson from Sidmouth told me that over the course of six journeys to London for work that she made in the summer heat, only one featured working air conditioning. She explained that on multiple occasions when she was on packed trains, she had to pause her journey and get off the train due to dizziness and to avoid fainting from heat exhaustion. Kathryn pointed out that this means that train travel in the heat can be dangerous, and that the rolling stock needs to be updated to adapt to the climate change that we all see.

Students, workers and the vulnerable all tell the same story. People I represent are right to ask why a line of such importance for the network as a whole remains so vulnerable. People can accept that temporary measures may be required because of soil moisture deficit, but this is no longer a temporary measure—it is the second year in a row that a schedule has been introduced for months at a time meaning that trains are only running once every two hours.

Weather-related delays across the country have cost around £370 million over three years from 2023-24, but that is just the narrow economic consequence on the railways, not the wider consequences for all those people whose anecdotes I have described. The Liberal Democrats believe that passengers deserve railways that withstand the climate conditions that we are set to face. Too much of our infrastructure, particularly in the west country, still relies on Victorian earthworks and drainage systems and assets that were not designed for today’s climate—and of course they have been subject to the Beeching cuts. Instead of bringing those facilities into the 21st century, the last Conservative Government left behind a legacy of underinvestment and crumbling infrastructure.

I have corresponded with Ministers in the Department for Transport, not least with Lord Hendy in the other place, about the west of England line. The specific thing that I have sought from Ministers is investment into passing loops on the line. To make an analogy with the road, passing loops are like pulling over to allow an oncoming vehicle to come the other way. I understand from Lord Hendy that if we were to make the case for investment in passing loops in control period 8—the period of 2029 to 2034—we could potentially see them developed at Tisbury, Feniton, Whimple and other places on the west of England line, to enable trains to pull over and to run on a more frequent basis, even when experiencing soil moisture deficit.

What further can the Minister recommend that we do to secure those passing loops in control period 8? More generally, how will the Government accelerate investment in climate resilience so that we can get ahead of the changes we know are coming down the track and make sure that our students, workers and most vulnerable members of society get the transport links they deserve?