Draft Strikes (Minimum Service Levels: Passenger Railway Services) Regulations 2023
Vicky Ford Excerpts(5 months ago)
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Huw Merriman
I will come back later in the debate to the right hon. Gentleman’s point about the action that we would require trade unions to take—or rather, not take—to ensure that the standard is met.
Let me explain categories A to C. Category A covers train operation services provided by passenger train operators under agreements with the UK Government, including services provided as operator of last resort, and by devolved Governments, and local transport authorities and executives. It therefore excludes services provided by open-access and freight operators; heritage and tourist services; and international train services that start or finish outside Great Britain. The minimum service level for train operation services is the provision of those services necessary to deliver the equivalent of 40% of the operator’s timetabled services, as shown in the most recently published National Rail timetable, during the strike.
Vicky Ford (Chelmsford) (Con)
My constituency of Chelmsford has a particularly busy train station. Indeed, I am told it is the busiest two-platform train station anywhere in the country outside London. It is used by many people to commute to work, and by many young people to get in and out of schools and colleges. I am absolutely delighted to support the regulations, because train strikes have made those people’s life an absolute nightmare. Does that 40% figure mean 40% across the whole day, or will the 40% rate apply in the rush hours, so that my young people can still get to school or college?
Huw Merriman
I thank my right hon. Friend for her point. The 40% of train operation services is 40% of services across the train operator’s timetable as a whole. It applies for as long as that timetable runs. I will go on to talk about category B, because that is hours-specific guidance.
Category B covers services listed in the regulations that are provided by infrastructure managers. During strikes by railway infrastructure workers, the minimum service level is the provision of services between the hours of 06:00 and 22:00 on the priority routes that are listed in the regulations, and on certain enabling infrastructure within a 5-mile radius of the priority routes, including connections to depots, sidings, and rail freight terminals.
Category C covers train operation and infrastructure services provided on the 11 light rail systems specified in the regulations. The minimum service level is the provision of services necessary to deliver, during the strike, the equivalent of 40% of timetabled services as shown in the most recently published timetable issued by the operator of the light rail service.
We have designed the minimum service levels to address appropriately the type of strike action that we typically see, and to ensure that the levels are operationally viable for employers. The minimum service levels are intended to achieve a suitable and proportionate balance between delivering benefits to passengers and the wider economy, and workers’ ability to strike. Our work has been informed by extensive consultation and engagement, including a public consultation between 20 February and 15 May of this year, and consultation with train and infrastructure operators, passenger representative groups, unions, and a wide range of other stakeholders.
Once in force, the regulations will apply to any future strikes, even if the mandates for those strikes predate the primary legislation, which received Royal Assent on 20 July this year. That will allow employers in the rail industry to use these regulations as soon as they come into force, should they choose to do so. The Government have identified passenger rail as a priority for minimum service levels. These regulations deliver on that commitment, and deliver on the 2019 manifesto.
Oral Answers to Questions
Vicky Ford Excerpts(1 year ago)
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Sir John Whittingdale (Maldon) (Con)
Vicky Ford (Chelmsford) (Con)
The Parliamentary Under-Secretary of State for Transport (Mr Richard Holden)
The Government are investing more than £5 billion between 2020 and 2025 in highways maintenance. On top of that, we are putting in another £200 million announced in the spring Budget, which will allow local communities to plan effectively for managing their roads, with enough money to fill millions of potholes, repair dozens of bridges and resurface roads right across the country. It is up to local authorities to determine how best to spend this funding.
Vicky Ford
It is shocking that Essex Lib Dems voted against more money to fix our potholes. Local Lib Dems also voted for the ultra-low emission zone charge in London, the zoning charge in Oxford, the congestion charge in Cambridge, and the parking charges at Chelmsford’s Hylands. Does my hon. Friend agree that when it comes to local roads, local Lib Dems are much more likely to be flinging out fines than filling up potholes?
Mr Holden
I recently visited my hon. Friend in Chelmsford to see the excellent Conservative councillors there working hard on behalf of local residents, and the stats speak for themselves, with Conservative councils repairing around double the number of potholes when they are in charge, compared with Liberal Democrat-controlled councils. She raises an important point: whether it is ULEZ, which the Lib Dems backed, backing the Labour Mayor in London, or other schemes right across the country, it is Conservatives in local government who are supporting our road network and ensuring that potholes are repaired, and Lib Dems who are at war with the driver.
Vicky Ford (Chelmsford) (Con)
Mr Holden
I thank my hon. Friend for welcoming me on my recent visit to her constituency where I saw the Army and Navy roundabout. The outline business case has been submitted by Essex County Council. It is currently proceeding through our assessment and decision-making process, which includes consideration by Ministers in my Department and also in the Treasury. I look forward to a positive announcement before too long.
Transport
Vicky Ford Excerpts(4 years, 2 months ago)
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Grant Shapps
I will make a little progress, if the hon. Lady does not mind.
It is important to realise that we are very keen not only to reduce CO2 but to grow the economy at the same time. The two things are not incompatible; in fact, they go hand in hand. We can do this more successfully if we grow the economy, because then we can get in front of the technology. One of the measures in the Prime Minister’s announcement yesterday was to consult on ending petrol and diesel car sales in 2035 or earlier rather than 2040, with the aim of ensuring that the British car manufacturing sector gets the advantage of completely clean travel, which they can then exploit by selling it to the rest of the world. That is one reason why we should be so ambitious to do this. The sector can create jobs—millions of jobs. It is already employing very large numbers of people in this country. This Government want to help society and the economy adapt towards the new decarbonised world.
I recognise—I have said this at the Dispatch Box as recently as last week—that transport contributes over a quarter of the UK’s domestic greenhouse gases; it is a big number. It has become the leading source of greenhouse gases, considering that energy, as described before, has become so much less polluting. That is why, as I say, we came out with the target to move forward with the end of petrol and diesel. That is faster, I should say, than any other European market. In a country that does not produce cars, it is easy to say, “You must only buy an electric car”, but we have a dozen different domestic car producers that we have to take with us on this—and we will. That is why we are investing £1.5 billion over six years to make the UK the best place to own and to manufacture electric cars, and why we are delivering a further £1 billion to transform the automotive sector. Schemes like the Faraday battery challenge and the Advanced Propulsion Centre are funding development of the supply chain, and that can be massively important to this transformation.
Vicky Ford (Chelmsford) (Con)
I completely agree with my right hon. Friend on getting electrification of our cars and support his energy in doing so. Our electric cars obviously do need roads to drive on. May I therefore thank him for the contribution that he has made to making sure that my local ancient flyover is coming down next week? Can he confirm that there is funding for pinch points, for instance to replace that junction, and for ensuring that a new, modern, all-singing, all-dancing option of electric vehicles, buses, bicycles and so on remains available for the whole country?
Grant Shapps
My hon. Friend is absolutely right to argue that the Army and Navy flyover should be removed now that it has been closed. We want to make sure, whatever happens, that very low carbon—zero carbon—alternatives are available for people commuting in that area.
I have said at the Dispatch Box that some of the speeches I have heard show that the point has been missed. We have more charging locations in this country than petrol stations. I am not talking about charging points in driveways, where people are fortunate enough to park off-road. I am talking about publicly available charging locations. There are more of those than petrol stations, with one of the largest charging networks in Europe. As a driver of electric cars, who has experienced range anxiety once or twice, I am relieved that that network is growing all the time. An electric car is sold every 15 minutes and the number of people registering for electric cars has more than doubled in the past year, so we have reached the point where this is starting to expand massively.
Public Transport: North Staffordshire
Vicky Ford Excerpts(4 years, 3 months ago)
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Jack Brereton (Stoke-on-Trent South) (Con)
I beg to move,
That this House has considered bus services and public transport in north Staffordshire.
It is a pleasure to serve under your chairmanship, Sir Christopher. I am grateful for the opportunity to raise an issue that features heavily in my constituency correspondence and is frequently brought up by constituents on the doorstep. North Staffordshire’s public transport is simply not good enough. As my hon. Friend the Member for Stoke-on-Trent Central (Jo Gideon) and I made clear to the Minister’s colleague Baroness Vere recently, bus services are too few, too slow and too infrequent. Indeed, a survey I conducted in a number of communities in my constituency resulted in many hundreds of replies saying just that. We now have communities that lack any service, with elderly and vulnerable people left cut off. The removal of evening and weekend services has also had a major impact on people’s ability to get to work and get around the area.
At the same time, local train services—they are almost non-existent and are often overcrowded—have been under a slow process of decline. Little more than 100 years ago, north Staffordshire had an excellent local rail and tram network. Old maps reveal that we had one of the most comprehensive public transport networks in the country. Since then, local rail lines and local train stations have been lost. The tram network has gone altogether and the bus has risen and fallen as a replacement. It is on bus services that I will focus most of my remarks today.
I have held a debate on train services in north Staffordshire, and there are serious causes for optimism that the situation is improving, with greater capacity and better services promised on the Crewe-Derby North Staffordshire line. Under the new franchise, I am delighted that we will see longer trains, additional services at evenings and weekends and most services extending to Nottingham. I am campaigning to reopen Meir station in my constituency, and there is a definite feeling that for rail, like for Stoke-on-Trent itself, the trajectory is upwards, which will help to reduce the pressure on our congested roads.
There is little such optimism about bus services, and the picture has often just been one of looking at which service will be lost next. That is not to say that everything is terrible with buses in north Staffordshire and, as I will lay out today, it does not mean that there should not be optimism. I understand that the First Potteries No. 18 bus, which runs between Hanley and Leek bus station, now boasts plush new seats, USB charging points and wood-effect flooring. I certainly welcome that. It is long overdue and an example of best practice in the area. It would be good to see such improvements on services that run in my constituency, too. Frankly, it would be good to see any direct service to Leek from my constituency, even just on market days.
The city of Stoke-on-Trent is made up of six historic market towns, as well as numerous other towns and communities across north Staffordshire, each of which needs public transport provision serving its town centres. Hanley, by virtue of being the largest and in the middle of the city, is regarded as the city centre and has the largest bus station, which is also served by National Express coaches in Stoke-on-Trent. While Hanley might be the city centre, it is not the only centre. We have Tunstall, Burslem, Stoke town, Fenton and Longton—all centres in their own right with high streets to support and attractions to be visited. However, Hanley is not served by rail services. Those fell under the Beeching Act, as did those to Burslem and Tunstall, with all three on the old loop line that was immortalised in the literature of Arnold Bennett, but is sadly no longer a physical reality. Fenton lost its station even before Beeching, but Stoke and Longton fortunately still have stations, as do Longport, Kidsgrove and Blythe Bridge. Blythe Bridge is in the constituency of my hon. Friend the Member for Stone (Sir William Cash), just over the boundary from my seat, and the station is used by many of my constituents.
The six historic market towns in Stoke-on-Trent share a north Staffordshire identity that is more than merely geographical with the other historic market towns around the city, including Newcastle-under-Lyme, Kidsgrove, Biddulph, Leek, Cheadle, Stone and Stafford, which are home to many commuters to and from Stoke-on-Trent. Improving and enhancing the public transport links between all those towns is important for our economic growth. Sadly, bus use in the Potteries has declined by more than 10% in the past year alone, with more than 1 million fewer bus passenger journeys in 2018-19 than in 2017-18. The number of journeys fell from 10.4 million in 2017-18 to 9.3 million. Compounding the disappointment is the fact that bus use had at least seemed to have levelled off from the previous decline. The 10.4 million journeys reported in 2017-18 were an increase on the 10.3 million reported in 2016-17. However, at the start of the decade, more than 15 million journeys were recorded.
Since 2010, the relative cost of travelling by car has decreased considerably. Fuel duty has rightly been frozen and even for those who are entitled to free bus passes, the falling marginal cost of driving has disadvantaged bus services in relative terms. Relative price signals have often been compounded by the enhanced marginal utility of driving instead, particularly as cars have improved in personal comfort over the decade relative to buses. Once a decline in bus services begins, it all too often feeds on itself as the relative convenience of just jumping in a car becomes ever more pronounced. Against a backdrop of less frequent bus services, passenger utility is reduced even further. With the reduction in demand comes more cuts in supply.
In north Staffordshire, journey times by bus can be more than double those by car—sometimes easily treble or worse—due to the loss of direct cross-city routes. No doubt that story is familiar to Members in all parts of the country. I have raised the situation in north Staffordshire in particular because, as our local newspaper The Sentinel has highlighted, the decline in the Potteries has been much faster than in England as a whole.
Vicky Ford (Chelmsford) (Con)
My hon. Friend is making an excellent speech. I can confirm that the issue exists across the country. In my constituency of Chelmsford, failing bus services in parts of the city are having a real impact. We have seen some services go. Does he agree that we need a medium to long-term strategy for how we run sustainable buses in our urban areas, as well as in rural areas?
Jack Brereton
I absolutely agree with my hon. Friend. In the Transport Committee—I was a member of it before the election—we discussed the need for a national bus strategy to look into some of these issues and ensure that we are addressing the decline that we have seen across the country in many areas.
I have also secured this debate because of the positive proposals being put forward locally for significant improvements to our public transport infrastructure and services in the years ahead. We certainly cannot go on as we are. Stoke-on-Trent is on the up and our roads are increasingly congested with cars, vans and lorries that are a sign of the city’s improving economic fortunes under the Conservative Government and our local Conservative-led councils across north Staffordshire, including the city council of Stoke-on-Trent. Those cars, vans and lorries are often caught in gridlock at rush hour and are reducing air quality to unacceptable levels in the worst-affected areas. The decline in public transport and the growth of congestion has seen us breach World Health Organisation limits for air quality, with our people forced to breathe hazardous fumes.
How do we turn it around? How do we avoid being a victim of our own success? How do we make buses popular again? I certainly do not want the Treasury to hit motorists in the pocket and make it too expensive to drive. I want instead to improve the quality, reliability, journey times and frequency of buses. I want passengers to rediscover the convenience of travelling by bus or, indeed, by local rail. I am determined to see Meir station reopened in my constituency between Blythe Bridge and Longton on the line to Stoke. Since the station closed, we have seen significant growth in the area in the residential population and in levels of economic activity. Meir also has high levels of deprivation, and reopening the station would open up employment opportunities for people living locally. Much is still there, including a footbridge, so a halt is already highly feasible and the new station is likely to be relatively inexpensive.
Importantly, any new station should link seamlessly with the bus network. We really need to get to grips with seamless transitions between modes of transport in north Staffordshire. Fortunately, there is a plan to achieve that at Stoke station, under the city council’s bid for a transforming cities fund investment.
Securing the full investment for which we are asking would mean significant improvements at Longton station in my constituency. The old Victorian ticket hall would be uncovered from the hoardings that have blighted it for years, and the space repurposed for retail or a café, as well as ticket machines. At the moment, there is nowhere to buy a ticket before getting on the train at Longton, although I am delighted to say that the new rail franchisee has promised to put in machines soon.
The TCF bid for Longton also involves making the platforms accessible by lift, rather than just stairs, as at present—improvements for which we have been pushing for some time, as the Minister is well aware. There would be places of shelter that would exceed the quality of the very basic provisions currently on offer, and Longton rail services would become much better connected with bus services.
Creating a much more effective public transport system across the whole of north Staffordshire is essential. Another key element of the plans is the super-bus proposal, with a vision of an attractive, efficient and affordable bus network forming the core of our local public transport. High-frequency, high-priority bus services would operate on a network of cross-city routes, creating a bus-based urban transport system. End-to-end journey times would be competitive with cars, and travel costs would be attractive.
Just as the loop line defined the interconnectivity of the Potteries towns, so the new seamless bus network and the transport partnership behind it would be a key feature of the city, helping to attract investment into housing and businesses. The proposals are such that the bus network would be as commercially viable as possible, although financially supported where absolutely necessary. In short, the Minister will be pleased to know that full advantage is being taken of the Bus Services Act 2017 to mould a local partnership, and the super-bus proposals focus on three key elements that the Department for Transport wants to see: bus priority measures, improved frequency and a capped daily fare.
I will take each element in turn. First, on bus priority measures, work has been undertaken to identify the main causes of bus journey delays on our local road network, as part of the transforming cities fund bid. Much of the road infrastructure in Stoke-on-Trent has changed little since Victorian times, with a predominantly two-lane network that lacks effective bus priority. Well over a third of delays across the network were found to be caused by severe problems in just 20 locations that would, it is estimated, cost in the region of £50 million to mitigate.
Currently, very few buses run straight through the city centre, meaning that almost all passengers face waiting times for connecting services at the city centre bus station if they want to get from one side of the city to the other. Operators have been reluctant to provide through services, because it is much harder to guarantee their reliability. That, in turn, adds to the congestion at the city centre bus station, with two short-route buses needed to complete what could have been a single-bus through journey.
The required interventions are a mix of low, medium and high-cost schemes, ranging from relatively simple traffic management measures, such as the widening of bus lanes, to more complicated redesigns of junctions to give buses priority. As an initial step, three cross-city routes are being developed, but a number of additional cross-city routes have also been identified to create a truly north Staffordshire-wide network.
The first three routes would all run through the city centre, and they would create the following links: line A, from Kidsgrove in the north-west to Meir in the south-east; line B, from Trentham in the south to Abbey Hulton in the east; and line C, from Keele via Newcastle and Stoke railway station to Biddulph or Kidsgrove, which would provide a direct link between Keele University and Staffordshire University.
The first two of those three lines involve services in my constituency, and, of the four under consideration for future cross-conurbation routes, three would serve my constituency. They include a proposed circle line between Longton, Hanley and Newcastle-under-Lyme, and a proposed service that would link the city centre and the railway station with Trentham lakes and the World of Wedgwood, which will be important for residents and visitors alike.
A review of traffic management policy will be needed to ensure the smooth flow of buses through town centres, and that can be readily delivered with sufficient will at local government level. It has already been agreed with local bus operators that cross-city services would carry co-ordinated branding and run at regular frequencies.
The second key element is improved frequency. A turn-up-and-go service requires a frequency that does not exceed 10 minutes between buses. Even that frequency would be regarded as poor in London. A 10-minute interval is considered to be one of the downsides of some parts of the Docklands Light Railway, and it certainly would not be tolerated on the London underground. Yet in Stoke-on-Trent a 10-minute frequency is exceptionally good; currently, only four bus services operate at that frequency. The frequency of other services is generally 20 or 30 minutes.
Introducing all the proposed cross-city lines with a weekday daytime frequency of at most 10 minutes would cost some £4.8 million per annum. There would be a further capital cost of £1 million for purchasing additional vehicles. It is important to note that in certain important corridors in the city, such as between the railway station and the city centre, frequencies would be much closer to five minutes than to 10 minutes, with the exception of early mornings, night-times and Sundays.
I reiterate that bus passenger journeys in the Potteries have declined by a third in the last decade. Bus operators could have done things to lessen that decline—in customer service, promotions and the onboard experience—but they are far from solely responsible for it. The operators have identified congestion as the single biggest hindrance to providing efficient public transport as an alternative to cars. That means that congestion, which should inspire people to travel by public transport to avoid traffic jams, is feeding itself by making bus journeys unfeasible and keeping people in their cars, or even forcing people to use them.
There are two main bus service operators in north Staffordshire: First Potteries and D&G. First Potteries is the bigger of the two, with D&G often filling the gaps that First Potteries has left or vacated. Very sadly indeed, a recent and welcome attempt by D&G to save the No. 12 and 12A bus services removed by First Potteries in my constituency has not worked out.
It is deeply disappointing to me and, more importantly, to the people of the Saxonfields and Parkhall areas that commercial services there are said to be impossible to provide. It is a sign of how important it is to get our bus network right, our passenger numbers up and financial sustainability sorted.
There are other, smaller operators, which run a limited number of services, mostly using buses smaller than the standard single-decker ones prevalent in the First Potteries and D&G fleets. The current operators run a multi-operator ticket scheme. One such ticket is called Smart, which is focused on Stoke-on-Trent and Newcastle-under-Lyme, and another is called The Knot—after the Staffordshire knot—covering the whole of Staffordshire. There is also a PlusBus scheme covering the Smart zone.
That brings me on to the third key element: the price cap. The current standard adult fare for one of the most popular tickets, the Smart day ticket, is £5.90, and the proposal is to cap it at £3 per day, resulting in a ceteris paribus revenue loss of £3 million per annum. However, it is, of course, expected that all things will not be equal, and the price cap, together with congestion-busting road traffic management for bus services, should result in a substantial increase in ticket sales.
Indeed, the uplift is expected to be such that the city council has warned that operators will need to be prepared for boarding delays caused by the volume of people wanting to buy the £3 day ticket. That would have been much more of a concern only a year ago, when contactless payment was still far from widespread across north Staffordshire buses. Thankfully, operators have now invested in contactless technology that speeds up the boarding process.
It is further proposed to make PlusBus tickets even more attractive than they are at present by making the PlusBus element entirely free of charge, or at least heavily discounted. That would be particularly useful for promoting seamless travel across public transport modes in the city, and it is backed up by plans to transform Stoke-on-Trent railway station into a multi-modal transport hub, with Station Road restricted to bus traffic. Current take-up of PlusBus is so low that the total cost across three years is estimated to be only £300,000.
What matters is delivery. Stoke-on-Trent City Council is already working with Newcastle-under-Lyme Borough Council to progress proposals to improve air quality through a ministerial direction. Getting traffic moving and promoting public transport are key to the improvements that we must make. The proposals that I have run through could easily incorporate the Potteries becoming the first all-electric bus pilot. With several town centres across the city conurbation, we would provide a lesson in good practice to cities and towns alike. Liaison with bus operators is already strong, but it needs to be strengthened further, particularly for fares management across companies. A project manager and team of engineers for north Staffordshire’s super-bus proposals would cost in the region of £750,000 per annum, or £2.25 million over the three years of development and implementation. It would be well worth it.
In conclusion, Stoke-on-Trent is on the up, but we need to reverse our public transport decline. The investment requested from Government would enable Stoke-on- Trent City Council to work in partnership with bus operators and neighbouring authorities across north Staffordshire to remove the barriers to bus traffic flow. It would also ensure cross-boundary co-operation and incentivise investment in a seamless north Staffordshire public transport network, taking advantage of improving rail services and encouraging further improvements by train operating companies as the shift away from cars takes hold. The current cycle of bus service decline can be reversed, with more frequent, more relevant services on better buses leading to increased patronage, thereby funding further improvements that will encourage still more bus use.
Let me be quite clear: what is envisioned is nothing short of a revolution for road traffic planning in Stoke-on-Trent, with a radical reordering of highway space and junction prioritisation in favour of buses. By removing the worst pinch points and installing bus priority measures, we can improve passengers’ level of confidence that buses will run smoothly and to time. The measures envisaged would mean that timetables could provide for faster services running over longer distances across north Staffordshire. We would once again be able to boast one of the best and most comprehensive public transport networks, just as we did over a century ago. I hope we will receive the Department’s full support, and the Minister’s support today.
Oral Answers to Questions
Vicky Ford Excerpts(4 years, 6 months ago)
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The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)
We have put together a £2 million fund to help smaller bus companies make audio-visual information available, and that should come into place next year. It is a part of our inclusive transport strategy and I believe that we are the first country to have such a strategy: to align ourselves with UN goals to enable people with disabilities to access public transport as easily as those who do not have disabilities.
Vicky Ford (Chelmsford) (Con)
The Minister of State, Department for Transport (George Freeman)
I am delighted to say that the noble Baroness Vere who deals with these issues and I met yesterday, and we both commend my hon. Friend for her leadership on this issue. This has been a very serious emergency situation, causing huge congestion in her part of the world, and we are determined to ensure that we get the solution right. That means not necessarily rebuilding what was there before, but getting a proper state-of-the-art solution.
Thomas Cook
Vicky Ford Excerpts(4 years, 7 months ago)
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Grant Shapps
I am very sorry to hear about his constituent’s situation. No airlines should be trying to profit out of this situation. As I have mentioned, the UK airlines in particular have really tried to assist once we got over this issue of some initial surge pricing that seemed to kick in. For the most part, they have been extraordinarily helpful, lending aircraft and cutting some of their prices. I am very concerned to hear about this KLM case.
Vicky Ford (Chelmsford) (Con)
We are living through a digital age, and businesses that do not adapt will struggle, but may I thank the Government for thinking about the people who have been affected here? What assistance is there likely to be for people who have bought flights or holidays that have not yet started?
Grant Shapps
A large number of people have bought holidays that are yet to start. If they were package holidays, they are ATOL-protected and people will simply get their money back. Those who have bought flights-only will not automatically get that money back, and will want to refer to their credit cards, debit cards, holiday insurance and, sometimes, an alternate travel agents from whom they have booked.
Delay Repay: Great Eastern Main Line
Vicky Ford Excerpts(5 years, 2 months ago)
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Vicky Ford (Chelmsford) (Con)
I rise to speak in this Adjournment debate to give my extraordinarily strong support to my hon. Friend the Member for Colchester (Will Quince) and colleagues from across the east of England in the campaign to improve the Delay Repay compensation for users of the great eastern main line and specifically to ask the Minister to introduce a 15-minute Delay Repay scheme.
The price of a season ticket from Chelmsford to London is now £5,168. People are paying a huge amount of money to travel on our trains, and when they are delayed or fail to show up, people should be compensated. We must hold the train operators to account. Other parts of the country offer 15-minute Delay Repay services to commuters and rail customers. We rail users in Essex, Suffolk and throughout East Anglia should not be treated as second-class passengers.
This is not the first time I have spoken on Delay Repay in this House; according to Hansard, I have raised the issue four times in ministerial questions. I remember once running into the House from the train station because my train from Chelmsford had been so delayed that morning—I arrived only just in time to ask my question. The Secretary of State has said on the Floor of the House that he hopes that Delay Repay will be introduced this year. I hope that the Minister will be able to give further reassurance.
In Chelmsford, my constituents have faced continual delays and cancellations, especially over the past 12 months. They have also faced situations where trains that were promised to be 12 carriages long turned out to have only eight or four carriages. Chelmsford railway station is the busiest two-platform station anywhere in the country. When trains are shortened or cancelled, it becomes incredibly overcrowded very quickly, putting passengers in danger.
Sometimes passengers cannot get on to the next train. Even though they turned up and hoped to get on a train that in theory was leaving on time, they simply could not get on to it, because it was overcrowded. It has been a complete nightmare, particularly last summer in the heatwave when the air conditioning did not work on many ancient carriages, some of which are 40 years old. Many carriages were taken out of service, so we had more and more short-formed trains.
The good news is that new trains are coming. The vast amount of money—£1.4 billion—that will be spent on brand new trains and rolling stock is really welcome, but my constituents have waited a very long time for those trains. They need to get fair value for money for the service that they are receiving today.
While I have the Minister’s ear, I shall refer to some other issues surrounding the rail service. The new trains will help, but as I said, we are the busiest two-platform station anywhere in the country. We have waited at least 20 years for the promised second railway station in Chelmsford. We are building tens of thousands of homes across the Chelmsford district and more widely across our neighbouring district, and a second railway station has been promised for at least 20 years.
I was delighted to hear today that plans are afoot for that railway station in north Chelmsford to become a passing loop, which will help passengers from all across the east of England. A passing loop north of Chelmsford will allow more trains to run along the whole network, so it will be a significant infrastructure improvement. However, we still have to wait many years before that promised railway station comes online, and we still do not quite have the full commitment for funding. I ask the excellent Minister to look at how we can speed up plans to get that second railway station built in Chelmsford, not just for the people of Chelmsford, but for rail passengers up and down the region.
Will Quince
My hon. Friend refers to the Beaulieu Park station, which is important not just for Chelmsford but for the whole great eastern main line, because it affords us the opportunity to create two passing loops between Chelmsford and Colchester. That will hugely increase capacity on our line.
Vicky Ford
Absolutely. I thank my hon. Friend for making that point so clearly. The passing loop will provide the incredibly overcrowded train line that goes across the east of England with more capacity, and that will enable stopping trains to be overtaken by fast trains. That will help people at Colchester and the people who then travel on from Colchester to areas such as Clacton and the stations in between. It will help the people of Norwich and Ipswich, because their trains will be able to overtake at that key point. Rail Minister, this would give us not just a train station but a passing loop—two bits of infrastructure for the price of one. We really must bring it on board.
We have waited many, many months for our 15-minute Delay Repay. As I have said, other parts of the country already have it. Let us get it in the east of England. We should not have a second-class railway service. I will continue to fight for the service my commuters deserve.
James Cleverly
My hon. Friend is absolutely right.
My hon. Friend the Member for Colchester rightly focused on Delay Repay, and I echo his calls. I will not repeat the requests he made of the Minister—from where I am standing, I can see the copious notes that the Minister has written, so I know he has made a note of that point. There are other things that I would like him to consider. I wrote to him recently about this issue, and he assured me that I will have a reply in good time. I will not chase him on that, because I know that mine is not the only correspondence he has received about this issue.
On encouraging people to use more environmentally friendly modes of transport, I find it difficult to have a meaningful conversation with my constituents about leaving their cars behind. It is very difficult for me to persuade even people who live in Braintree, who have the best opportunity to step away from the internal combustion engine, because their immediate response is, “Well, James, I have to rely on my car because I cannot rely on the trains.” The lack of reliability therefore has an impact not just on train services, but on more environmentally friendly modes of transport.
One of the issues that I brought up with Greater Anglia and that is linked to Delay Repay is the importance of speedy and accurate communications when things go wrong. Everybody is frustrated if a train is delayed or cancelled, but there is perhaps nothing more frustrating than waiting at the station not knowing whether the train is delayed and not having enough facts to make choices about credible alternative methods of transport.
When trains are delayed, my constituents must decide whether to walk back to their house to get their car to drive to another station and to park there, or whether to make alternative arrangements and change their childcare. If they decide to get in their car and move, there is little more frustrating than seeing the train that they could have been on pull out. Communication is therefore key.
Vicky Ford
I want to reinforce my hon. Friend’s point. The national rail passenger survey results have just been published, and the satisfaction of our railway users has dropped significantly. They are particularly dissatisfied with the information and complaints process. Some 48%—nearly one in every two passengers—report that they are dissatisfied with how information and complaints are dealt with. I back my hon. Friend up on this. Minister, we have to get clearer information to passengers. There is no excuse not to; that really could make a difference.
James Cleverly
My hon. Friend is absolutely right.
The final point that I want to make is that my commuters—I am sure this is true of all commuters across the region—are not unreasonable people. They are pragmatic. They understand that the rolling stock is old and is in the process of being replaced. They recognise that the route into London is going through a refurbishment and upgrade programme, which causes disruptions. Even though they pay the same amount of money for their season ticket as people on the main line, they recognise that they are on a branch line, which has certain disadvantages. They are sensible, pragmatic, reasonable people. That said, their patience is not an ever-filling well. When I hosted a public meeting last spring, the passion—I will put it no stronger than that—of my commuters and their desire to see the service and the communication improved and to see Delay Repay introduced in a timely manner cannot be overstated.
I have no doubt that the Minister has heard the concerns of colleagues representing this area, and he knows what we want first and foremost, but I hope that, if he can get a resolution on Delay Repay, he will then turn his mind to other enduring challenges, such as improving communication and wi-fi.
Andrew Jones
It would be very challenging to introduce that extra condition to the compensation structures. We must try to ensure that there are enough seats, but it is hard to guarantee that everyone will have a seat on every occasion. The right to a seat is not actually included in the ticket—the ticket entitles the passenger to ride and to complete the journey, but not to have a seat—although of course we want passengers to have comfortable seats, along with access to wi-fi, power sockets and so forth. I am aware of the issue that my hon. Friend has raised, and I will certainly give it further consideration.
We introduced Delay Repay 15 in Britain’s largest rail franchise, Govia Thameslink, on 11 December 2016, and it was introduced in c2c in February 2018. It is also part of the new South Western and West Midlands franchises, and was introduced most recently in the Northern franchise, last December. It will be a contractual requirement for all other Department for Transport franchises when contracts come up for renewal, so it will become a regular feature of what our rail service looks like up and down the country.
Greater Anglia currently offers Delay Repay 30. We have been actively engaged with the company to secure an affordable and value-for-money scheme for the Delay Repay 15 launch, and the process of agreeing on commercial terms is at an advanced stage. We are not quite there yet, but I can tell Members that I am confident of being able to bring them some news within weeks. I will, of course, ensure that I keep everyone informed of our progress. The Department is doing significant work in liaising with Greater Anglia. The delays in introducing the scheme in franchises are due to the complications involved in changing the nature of the contractual arrangements, and that is the only reason for the delay in this instance.
Vicky Ford
I thank my hon. Friend for telling us that he hopes we will be able to hear more news about Delay Repay within weeks. We have talked a great deal about the complaints that are received, and I receive many, but when we do positive things for our commuters, they really appreciate it. On 2 January I received this little message from one of the younger commuters in my constituency:
“I just got my millennial railcard and will be saving…£1,000 this year! All thanks to a Conservative Government!”
The introduction of this compensation scheme will be greatly appreciated.
Andrew Jones
As ever, my hon. Friend has made a very wise point. On 2 January, the industry introduced the millenial railcard for those aged up to 30, as well as a railcard for 16 and 17-year-olds. Everyone up to the age of 30 now has access to discounted fares via a railcard. We want to ensure that more people have access to our railway.
There have been a few questions about how the rail operating companies handle compensation claims. The Office of Rail Regulation recently published the figures for delay compensation claims settled within the industry target of 20 working days during rail periods 1 to 7. Greater Anglia achieved 99.7% compliance, which means that passengers are receiving their compensation in a timely manner. Figures published by the Department in October last year showed that Greater Anglia is among the leading train operating companies in terms of its passenger compensation claim rate. The research also showed that Greater Anglia is the most proactive TOC on Twitter, accounting for 72% of tweets.
Andrew Jones
I can absolutely confirm to my hon. Friend that trains cannot go beyond the end of the line, because it then gets very wet. However, there is no way that different parts of the network are being treated disproportionately. There is an even approach, and everybody is entitled to a good service. That is what we are working towards. The Department’s work with the train operating company looks at performance as a whole, not individual parts, so I assure my hon. Friend that his concerns are being addressed.
I was talking about how we want to go further. The target is to have over 92% of trains arriving on time by the end of the franchise. Together with Network Rail, the train operating company needs to manage day-to-day performance and ensure that passengers see performance improve. It is my priority to see our trains provide an excellent service that delivers a network upon which commuters and passengers can rely every day.
Many colleagues have mentioned new trains. Greater Anglia has a great initiative, but it is part of a bigger scheme right across the country. Some 7,000 new carriages will be entering service on our network over the next two years, and the change is comparable to the UK’s move from diesel to steam. It is that kind of scale of development. The new trains will deliver significant improvements for passengers. In Greater Anglia’s case, the entire fleet of trains will be replaced, with over 1,000 new carriages on order. They are being built by Stadler and Bombardier, with manufacturing and construction well underway. The first five of the new Stadler trains have been delivered to Norwich Crown Point depot, where they are undergoing testing and acceptance processes.
We expect that the new trains will start to be rolled out across the network from the middle of this year, with the full roll-out completed by the end of 2020. These state-of-the-art trains will provide many more seats for busy services, which relates to points raised by my hon. Friend the Member for South Suffolk (James Cartlidge) and the hon. Member for Coventry South (Mr Cunningham). The new trains will be more efficient, accelerate faster and have much better customer information. They will also provide a much-improved on-board environment with wi-fi, air conditioning and power sockets, which goes back to the contribution from my hon. Friend the Member for Braintree .
I want to inform the House that Greater Anglia has a franchise commitment to deliver two direct trains each weekday between Liverpool Street and Norwich in 90 minutes and two direct trains each weekday between Liverpool Street and Ipswich in 60 minutes. Those new services follow long-standing campaigns from both sides of the House, and they will commence in May. Since the start of the franchise, Greater Anglia has invested over £100 million at stations and depots and in ticketing initiatives. Major station upgrades have been completed at Norwich, Ipswich, Cambridge and Chelmsford, but I will have to take away the point made by my hon. Friend the Member for Chelmsford about the second railway station there. I will need to do a bit of research to provide the exact up-to-date position, but I will write to her with that information. I recognise the point about two for one and the passing loop, which has improved resilience across the entire network.
Vicky Ford
I thank the Minister so much for saying that he will do some up-to-date research. Will he also arrange to meet me to discuss the issue?
Andrew Jones
I would be delighted. We will get that in the diary rapidly.
Let me give the House a degree of context, because the Government are continuing record levels of spending. The budget for control period 6, which is the next period of rail investment funding starting in April 2019 and running through to 2024, is around £48 billion, the largest in British history. We are delivering the biggest rail modernisation programme in over a century, which means faster journeys, longer trains, longer platforms and more seats for passengers. We use giant numbers in the rail sector, but it comes down to what we are delivering for the rail journeys that our constituents make every day.
I am aware of the renewal work as part of the upgrade, and I recognise that it is not possible to work on the railways without causing some degree of inconvenience, but it is all about improving the reliability of our network. In the past we saw a bias towards enhancements, new services and new infrastructure, rather than maintenance. That will change in control period 6, with a bias back towards maintaining the network to reduce things such as speed restrictions and to make services more reliable by unscrambling some of our rather ancient Victorian infrastructure.
The national rail passenger survey results have been mentioned, and they were published yesterday. Overall satisfaction with Greater Anglia has dropped by eight percentage points, compared with the same period last year, to 73%, and no company would want to go backwards. The most significant falls in satisfaction, compared with last year, are on: punctuality, down 10 percentage points; the helpfulness and attitude of staff, down nine percentage points; and connections with other services, down nine percentage points. That decline in satisfaction is disappointing, and it is for Greater Anglia to work closely with Network Rail to improve its performance and to deliver the service and punctuality its customers expect. I include communication improvements within that, as that has been mentioned by colleagues. I will be holding Greater Anglia to account for delivering it.
The Government set the maximum amount by which regulated fares can rise, and train operators can choose to raise their fares by a lower amount. There is no requirement for rail operators always to raise by the maximum. This year we have capped regulated fare rises in line with inflation for the sixth year running.
Road Safety
Vicky Ford Excerpts(5 years, 5 months ago)
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Jesse Norman
My right hon. Friend is absolutely right to raise the concern in his own constituency. He may not be aware that, actually, horse riders are mentioned in the Highway Code. Measures are taken in the Highway Code to ensure the protection of horse riders alongside other users of the road.
Vicky Ford (Chelmsford) (Con)
On the issue of horse riding, I took up the challenge to get back on a horse this summer after many years of not riding and to experience for myself how dangerous it is on the road. It is very clear that drivers need greater awareness. Will the Minister possibly champion the work of the British Horse Society and its “Dead? Or Dead Slow?” campaign in this area?
Jesse Norman
The British Horse Society has shown itself to be a formidable campaigning engine in the way that it has managed to lobby my colleagues across the House, and I take my hat off to it. The very first debate in which I took part in my present job was a Westminster Hall debate on the safety of horse riders on roads. Ever since then I have had a very careful concern for the matter.
Indeed, road safety comes up regularly in this House. Only two weeks ago, I was debating the matter in Westminster Hall. Many colleagues then wished to speak, and I see that many have put their names down for speeches today. I am very grateful to them for the continued interest that they take in this important topic.
On this night, bonfire night, our thoughts may turn to those who have been involved in one of the most serious traffic incidents in recent times. Thirty-four vehicles were involved in a crash on the M50 motorway in heavy fog, with 51 people injured and seven people killed on 4 November 2011. Thankfully, such events are a rarity. In the UK, we have—and we must remember this—some of the safest roads in the world, but all road deaths are a tragedy for the families involved, not to mention the impact that they have on our health service and on the economy. It is vital that we strive continually to bring the numbers down.
The latest road safety statistics, covering 2017, were published last month. The country can be proud of the record over time. That is to say that there were 39% fewer fatalities in 2017 compared with 10 years earlier in 2007. However, as in many other countries, our road safety figures have generally plateaued since 2012. An ageing population comes with higher injury risks, and there continues to be those groups, such as young drivers, that are disproportionately represented in our casualty statistics. We know that technologies such as smartphones are distracting to drivers and present challenges, but new technology also presents opportunities for the future with a new era of automated vehicles.
The Government are taking a very active and wide-ranging approach to tackling issues of road safety in relation to matters such as infrastructure, training and enforcement. Of course, the roads themselves are a key part of ensuring an adequately safe system.
Vicky Ford (Chelmsford) (Con)
It is a pleasure to follow the hon. Member for Bradford South (Judith Cummins), and I want to make four points in this important debate on road safety. First, on vehicle safety standards, it is great news that the past decade has seen a 39% drop in road fatalities, but that is not just down to luck. Some of that reduction is due to the fact that our vehicles are better designed for safety, which is partly thanks to decades of work between the UK and other EU countries on EU safety standards. As we leave the EU, we will be encouraged by other parts of the world, such as America, to adopt other standards, but there are reasons why standards sometimes diverge. For example, Europe has narrower roads, with more pedestrians, so we build bigger bumpers on our cars, but cars in America flip over more often due to how the highways are designed. We do not need their standards, and they would not want ours, so let us continue to work with Europe on the car safety standards that have introduced, for example, airbags, ABS systems and other more advanced safety measures.
Secondly, many Chelmsford cyclists have written to me asking me to raise awareness. Chelmsford is a high-growth area, and we need to encourage people to get out of their cars and on to alternative transport. East Anglia is quite flat, so people are happy to use cycles, but they need to feel safe. We are investing more in cycle paths, but Cycling UK also has important proposals to ensure that there is more in the Highway Code to prohibit pavement parking and to encourage more cycle training and the use of the “Dutch reach” whereby drivers have to look over their shoulder when opening the door.
Thirdly, we need to raise awareness of what to do when a police siren goes off when someone is driving. I spent a day and a night on call with the police over the summer, crossing my constituency six times at top speed with the blue lights flashing, which clearly scared many drivers. We need an awareness campaign about how to get off the road safely to allow emergency vehicles to pass.
My last point is about horse riders. I am told that Essex has the highest level of horse ownership in the country, but my constituency is almost entirely urban. If one goes on that amazing source of data that is Facebook, one can see that 960 people in my constituency like tennis—like you, Mr Speaker—1,800 like hockey, but 3,800 like horse riding, and they are mostly women. Women are nine times more likely to ride horses—it is the top outdoor pursuit for women. People on horses have a right to be on the road, and riders often have to use a road, even if only for a short time, to get to a bridleway or another safe place.
I admit to having been an experienced rider in the past, but I got back on a horse this summer and found it absolutely terrifying. It was not just about the amount of traffic, but the lack of driver awareness of what they need to do if they see a horse. Drivers need to pass wide and pass slow, and they must remember that if two horses are riding side by side, that could be because there is an inexperienced rider or a young horse. Finally, please do not beep the horn—that really is spooky for horses. I have been concerned by stories of some drivers finding it fun to be unsafe when a horse is nearby. It is not fun; it is deeply dangerous, and 40 people and over 200 horses have lost their lives.
We need more driver awareness, and one solution could be to use the bit of time between a learner taking their multiple-choice theory test at the test centre and getting the results. All those new learner drivers need to wait for their results, and the British Horse Society has some fantastic virtual reality headsets that will give those new learners a quick experience of what it is like to be on a horse when a car goes past too fast. Maybe we could use that little bit of time to do just a little more driver awareness.
Oral Answers to Questions
Vicky Ford Excerpts(5 years, 6 months ago)
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Joseph Johnson
Of course there is always room for improvement, and the next franchise has set demanding specifications for the south-eastern section of the network. I would say to the hon. Gentleman that the performance of Southeastern has been strong in recent months. Today, the public performance measure that tests arrivals within five minutes of the scheduled arrival time for Eltham to London Bridge has been excellent, at above 90%.
Vicky Ford (Chelmsford) (Con)
I am sorry that I was late this morning, Mr Speaker—the train was delayed again. When are we going to get 15-minute Delay Repay compensation for passengers on the Great Eastern main line?
Joseph Johnson
Under this Government, we have been rolling out Delay Repay 15 in a number of franchises. We are seeking to do that as and when franchises come up for letting so that more passengers get compensation when their trains are delayed by more than 15 minutes.
Rail Review: Terms of Reference
Vicky Ford Excerpts(5 years, 6 months ago)
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Chris Grayling
Of course, I have proceeded with probably the most substantial piece of devolution of infrastructure in Wales since privatisation, by handing over the valley lines to the Welsh Government to turn into the Cardiff metro. There is a strong case for such an approach. I have also indicated to those leading Merseyrail that I am very happy to transfer their infrastructure to them. As part of the review process, we will certainly look at what the right approach to the issue of devolution might be.
Vicky Ford (Chelmsford) (Con)
Like the Secretary of State, I regularly commute into this place and would like to see an improvement to the rail service that my constituents get, but many of the delays are due to Network Rail, not to Greater Anglia. In my view, the best way to hold the operators to account is to hit them in the pockets and ensure that people get fair compensation when trains are delayed. May I therefore encourage the Secretary of State to continue the work that he is doing to ensure that repayment mechanisms are as effective as possible across the country?
Chris Grayling
I absolutely agree with my hon. Friend. We are now moving ahead with automated Delay Repay and the rolling out of 15-minute Delay Repay, which I know is a matter close to her heart; I hope and expect to bring that to her network in 2019.