Rail Services: Devon

16:30:00

I beg to move, That this House has considered the future of rail services in Devon. I am delighted to have secured my first Westminster Hall debate, and it is an honour to speak under your chairmanship, Mr Pritchard. I welcome the Minister to his place. I will start by setting out why rail services in Devon are of the utmost importance to my constituency of Exeter and the wider regional economy. Exeter is one of the fastest-growing cities in the UK. Indeed, in the 10 years from 2012 to 2022, it was the fourth fastest. It experienced an 11% growth in population, from about 117,800 in 2011 to 130,800 in 2021. That is higher than the overall increase for England, at 6.6%. We have an estimated population of 130,800, and a travel-to-work area that includes more than 499,800 residents. About 35,000 people commute into Exeter daily for work and leisure. That wider hinterland is an integral part of the success of our economy. Exeter generates almost £6 billion in gross value added, meaning that we are the biggest economy west of Bristol and are in the top 10 cities for gross value added growth in the UK. Exeter has generated 8% in new businesses, with 5,147 registered for business rates, and a 3% growth in jobs. It was also ranked sixth in the PwC “Good Growth for Cities 2024” index. At the heart of our dynamic economy lies the University of Exeter, which is world-leading in life sciences, material sciences, climate sciences, marine sciences and engineering. Exeter college is the best in the country and attracts students from across the region due to its excellent mix of academic and apprenticeship courses. The Met Office is world-renowned for its climate science and space weather work, and its oceanographic mapping is vital for many businesses. In addition, according to the ScaleUp Institute, Exeter is a growing start-up and scale-up ecosystem in climate tech, health and manufacturing. In short, Exeter’s economy is thriving in sectors that are important for the future of the UK economy. However, we face challenges that will hold back our economy and our ability to deliver on those national priorities if we do not address them. One of the major challenges is the regularity and the resilience of our public transport system. I have much to say about our bus network, but today I shall limit my contribution to our rail service. In many ways, our rail service is a success. The number of rail journeys in our region is now at similar levels to the pre-covid period, in contrast with other regions. Between April 2023 and March 2024 there were 50.9 million journeys to, from or within the south-west region. Of that total, 25.4 million were made within the south-west in the latest year; the rest were to London or elsewhere in the country. Devon counted 10.3 million journeys across 42 stations between April 2023 and March 2024. People in Devon have got back on the railways in great numbers. That shows their enthusiasm and the need for reliable, available and affordable rail services in our county. Rail is vital for sustainable economic growth that everyone can participate in, that delivers new, well-paid jobs and that is generated in an environmentally sustainable way.

I commend the hon. Gentleman for highlighting this issue. At Christmas, rail and bus services are a massive problem. The alternative is extortionate prices for taxis, which are just not sustainable for the ordinary man or woman on the street. Does he agree that there is more the Government could do, alongside the rail and bus companies, to improve public transport services for those who depend on them late at night, for their employment or for leisure activities?

I absolutely agree that for many people in the lowest-paid jobs or who work night shifts, the lack of transport over the Christmas holidays and at regular times is a real challenge. Research commissioned by the Rail Delivery Group shows that the rail industry generated £1.1 billion in economic, environmental and social benefits to the south-west over the previous year, and that rail customers contributed £2.7 billion through spending in local communities. If we secure 40% rail growth by 2035 by delivering improvements to our network, that could bring an additional £700 million in benefits to the south-west. Greenhouse gas emissions locally would decrease by 1,200 tonnes; congestion, which blights my city, would be reduced by 8 million hours; and 72 road traffic accidents would be prevented. At the moment, according to projections by the Railway Industry Association, rail travel is expected to grow by an average of 1.6% annually over the next three decades. That would equate to a 20% increase in rail usage by 2035, potentially raising the industry’s contribution to regional benefits to about £1.5 billion. So, an increase of 40% might seem like a stretch, but it is not beyond our capabilities if we get things right in Devon. I hear those present asking, “How could we deliver such an increase?” As Members from Devon who are present will know, there are a significant number of projects at various stages of readiness that could be initiated to achieve that 40% increase. First of all, there are the Dawlish sea wall works. Alongside considering expansion, we must consider the resilience of our current rail network, keeping the gains that we have already made. When the devastating storm of 2014 hit, the sea wall at Dawlish collapsed. Alongside the cliff wall collapses, that meant that the only rail line west of Exeter, Brunel’s magnificent main line into Devon and Cornwall, was severed, cutting off the majority of our peninsula from the rest of the rail network. The south west rail resilience programme was enacted across five phases to repair and enhance the sea wall, repair the cliff walls and enhance the line. Phase 5 runs from Parson’s Tunnel to Teignmouth and is focused on stabilising the cliff face, so that it does not fall on the railway line again. It is a vital part of the project that is yet to be signed off. In the south-west, we are well aware that ever more numerous and ever more devastating storms are sweeping across our peninsula every year, so resilience must be prioritised to protect the rail system. Secondly, improving our rail resilience in Devon and across the south-west means reducing total reliance on the Brunel line. We have an alternative that we can build upon—the partial restoration of the Exeter-Plymouth line north of Dartmoor via Okehampton and Tavistock. The reopening of the Exeter-Okehampton line has been an enormous success, opening up and connecting communities along the way. The previously mothballed rail line that runs between Okehampton and Exeter was restored in just nine months and delivered at £10 million under its £50 million budget. It opened in November 2021 and in the three years since it reopened, 775,000 journeys have been made on that line, far exceeding the expectations ahead of its reopening. Indeed, October 2024 saw 40,000 journeys to and from Okehampton on that line, which is a new monthly record. The appetite for rail journeys is clearly there in Devon.

I absolutely welcome the hon. Member’s comments about the success of the Exeter-Okehampton line; the figures speak for themselves. Does he agree that the success of that line highlights why the cost of keeping the Tavistock-Plymouth line going, as set out in its business case, is a really small ask—only 1% of the cost of the rebuilding railways project nationally—and that our little bit of that previous scheme would be very welcome in our region, particularly in Devon?

I thank the hon. Member for that intervention. I agree that what we need across Devon is to look at all these shovel-ready projects from business case onwards, to work out what will deliver the most economic value for our region and to support the mission to get economic growth going. Connecting Okehampton to Tavistock, and connecting Tavistock to Plymouth—making sure that work continues —will create an alternative through route that will increase resilience in Devon and better connect the economies of both Exeter and Plymouth deeper into Devon, delivering much-needed growth and opportunity across our county. Thirdly, the Salisbury-Exeter section of the South Western line is currently largely single-track; in fact, 75% of it is single-track. That has a huge impact on the available capacity of the line, and of course punctuality. Only about 54% to 66% of trains on that section currently run on time and the regularity of the service can really only stand at about one train per hour due to the constraints on the track. Investing in passing loops through and around Tisbury, Whimple and Honiton west of Feniton, and investment in signalling that has not been updated for 40 years, will enable more journeys and better punctuality on a line that is vital for completing the Devon Metro project. That project aims to integrate and enhance rail services in the Exeter travel-to-work area, which will aid Exeter’s vital strategic position as the gateway to the south-west peninsula. It will bring communities across Devon together in one transport network that can deliver trains at least every half hour, and up to every 15 minutes. People in London may well raise their eyebrows at that. Fourthly, I want to mention the Northern Devon Railway Development Alliance, members of which I met recently. They impressed on me the importance of their vision for a complete modernisation of the Exeter-Barnstaple line, allowing potential improvement outcomes.

I thank the hon. Member for giving way and for bringing this debate on rail in Devon. Trains on the Tarka line from Barnstaple to Exeter are currently at overcapacity, partly because of one-way pressure of journeys. Large numbers of college students travel to Exeter in the morning and back in the evening. Those trains need an extra carriage, but platforms on the route are too short to accommodate it. Does the hon. Member agree that something as basic as lengthening a platform is likely to leave passengers in Devon feeling hard done by, given the significant rail investment elsewhere in the country?

I thank the hon. Member for his intervention. The point about significant rail investment elsewhere in the country, which I will come on to, has an impact on how we see it and how we should be fighting for a better railway system in Devon.

I am sure that we are all aware of and concerned about the recent report from Peninsula Transport that emphasises the problems we shall experience in Devon because of the impact of the HS2 development in Birmingham, which will close Paddington station for up to 10 years. Will the hon. Member reassure us that the Government might do one or both of the following: decrease rail fares to encourage people to come to Devon, even though it will take an extra 20 minutes, and give proper money to local government to invest in rail and road infrastructure, during that effective closure of the network from Paddington to Cornwall?

I thank the hon. Member for her intervention. Some hon. Members joined me and others at a recent meeting with the rail Minister Lord Hendy to discuss the impact of the works at Old Oak Common associated with HS2. I will not go into that too much in this speech, as it is a big topic. I am in favour of HS2 going ahead, and feel what has happened to that project over the years has been disgraceful. In the south-west we need to see effective management of that project to ensure that disruption is minimised. We also need to see investment in our local railway lines to ensure that we see the benefit of public transport, as well as the rest of the country. Speaking of the Exeter-Barnstaple line, potential improvement outcomes of the project include significantly improved punctuality and reliability for both Barnstaple and Okehampton train services, with reduced knock-on delays to other parts of the national network. It would deliver materially faster typical journey times, with a fastest journey between Barnstaple and Exeter St Davids of no more than 55 minutes, with potential further material time journey savings. It would also double train service frequency from hourly to two per hour—[Interruption.]

Order. I will suspend the sitting for Divisions in the House. We expect three votes; 15 minutes are allowed for the first one and 10 minutes for subsequent votes. There may be two or three. If Members get back as quickly as possible, and the mover of the motion and the Minister are in their place, we will commence the debate. That is an encouragement for others to make it back tout de suite from the second or third Division.

16:42:00

17:21:00

It is a pleasure to continue serving under your chairmanship, Mr Pritchard. The third reason why the Exeter-Barnstaple line would be of benefit to Exeter and Devon is that it would double the hourly service to two trains per hour between Barnstaple and Exeter, and would provide three trains per hour for Crediton. It would deliver huge economic and growth benefits for north Devon, connecting the towns to Exeter so that commuters, small businesses and tourists have better access to opportunities across the county. Two of my stations, Exeter St Thomas and Polsloe Bridge, have no accessibility arrangements. People can use them only by lugging themselves up significant flights of steps, which is an impossible task for the elderly or infirm, the disabled, and mothers and fathers with young children and buggies. Another station in my constituency, St James Park, has accessibility at only one side, so wheelchair users can get off the train but they cannot get back on to it to go whence they came, because there are steps on one side. That is clearly unacceptable, so I would welcome the Minister’s comments on the outstanding Access for All fund. I accept the rail infrastructure investment difficulties that the Government inherited at the general election; I know that a lot of the funds were mere public relations press releases and did not really have any funding attached to them.

I thank my hon. Friend—I will call him that, as he is my neighbour from Exeter—for securing this important debate. I want to take the politics out of all this. I know he is not raising this issue, but Old Oak Common will cause significant disruption to our county of Devon and the wider region. It is imperative that we work together to offset those issues as quickly as possible. He has spoken about the storms that we have every year. It is a cycle: we get cut off every year. I really fear, as I am sure that he does, that High Speed 2 and Old Oak Common will further compound those issues. Does he agree that we need to work together to get the best deal for Devon and the wider south-west?

I absolutely agree that we have a good working relationship across Devon on strategic issues, including dentistry, railways and pharmacies, and I hope that that continues, but we live in the world in which we live so we have to be pragmatic about what we can achieve. Acknowledging where we are starting from is important, but the Government are changing the way the railways operate. I welcome their focus not just on the bus system but on making our railways the pride of Britain again. Devon and the wider south-west have huge economic potential. We have the skills and institutions that can help the Government succeed across all their missions, and yet the south-west received the second lowest spending on transport per capita of any region or nation, at £429 per head. Only the east midlands is lower, at £368 per head. London has £1,313 per head—more than three times as much as the south-west. Ensuring that we have a resilient and growing rail network is good for Exeter, good for Devon and good for the country. I would welcome the opportunity to work with the Minister and alongside my colleagues from across Devon and the south-west to identify funding to progress some, if not all, of these projects, so that we can also play our part in the economic growth and success of this country.

17:25:00

It is a privilege to serve under your chairmanship, Mr Pritchard. I congratulate the hon. Member for Exeter (Steve Race) on securing the debate. This is an extremely important issue for the people of Devon and the south-west of England. Although issues with our rail services have been ongoing for many years across the south-west—mostly because of a lack of investment in public services from the previous Conservative Government—we have a new threat and challenge from the works that are being undertaken, as hon. Members have extremely ably pointed out so far, at Old Oak Common and the delays that we have seen there. In my many years of service to the people of Torbay as a local authority member, I have been somewhat sceptical of HS2 and the estimated £65 billion that it will cost, when we in the south-west have real challenges with the resilience of our network, particularly at the pinch point of Dawlish and when trains get to Cornwall, over the Tamar, and can go only at 65 mph. Our network is really challenged. To go back to the issue of Old Oak Common, the fact that the section of HS2 between Old Oak Common and Euston will cost £6.5 billion is astounding. The mitigation of £30 million that I understand may well be on the table for the impact of Old Oak Common on the south-west is a drop in the ocean compared with the overall costs of the whole HS2 project. I reflect on this as well: the south-west resilience project has cost the national taxpayer in the region of £150 million. The final part of the scheme is the Dawlish rail resilience programme, which will probably cost the same again, but that is small change compared to the cost of the big project that is HS2, and it calls into question the levels of mitigation. I am keen for my constituents in Torbay, and people in the greater part of Devon and Cornwall, to see us sorting out Dawlish and investing to save in the longer term. I would highlight that one essential of travelling by train is the provision of a toilet. Now, our modern equivalent is probably having good access to the internet. We would not get on a train without a toilet, yet we have poor internet connection across Devon and the Great Western Railway network. I am well aware that there is an oven-ready scheme, good to go, that was raised with and acknowledged by the Minister a few weeks ago. That could be a really helpful way of mitigating the challenges that we face with the delays in relation to Old Oak Common, and making sure that people can be productive; my understanding, from research that I have done, is that we are looking at people in the UK having half the levels of internet access that our continental cousins have. As the Member for Torbay, I want to be a bit parochial at this point and highlight the final piece of the Devon metro system, which is a very fine Devon county council plan. The final piece lies in my constituency, at Edginswell railway station. This is part of the town deal regeneration programme, which is extremely important for a couple of reasons: it supports a business park and regeneration in one of the most deprived parts of the south-west peninsula, which is sadly my constituency; and it helps our NHS. We need to see investment in our health services, particularly Torbay hospital, including to ensure that there is sufficient accommodation for NHS employees. Part of that is about regenerating Paignton town centre so that those people can stay in Paignton, jump on a train and be dropped off at Edginswell, almost on the doorstep of a renewed Torbay hospital. That is joined-up government. I hope that the Minister will reflect on Edginswell, because I understand that the funding may have been withdrawn in the last few days—but, to me, the crucial part is supporting Dawlish and phase 5 of the rail resilience programme, because that will support the rest of the south-west peninsula.

17:30:00

It is a privilege to serve under your chairmanship, Mr Pritchard, and I am delighted to follow my colleagues from across Devon; I know that some others will be speaking shortly. Hon. Members who listened to my maiden speech will have noticed that I have committed to fighting for railway and transport in the south-west, so when I saw that there would be a debate today, I thought, “Well, I’ve got to come along and make sure I play my part.” Sadly, there will be no mentions of Kylie Minogue’s “The Loco-Motion” today, but if hon. Members want to read my maiden speech, they are welcome to. What is clear in all things to do with the railway in the south-west, and particularly in Devon, is that we are looking for parity with the rest of the country. That has been alluded to particularly in the context of HS2. I know that HS2 has historically had cross-party support, but right from the beginning, I thought, “Hang on a minute, what about the south-west? Journey times that are a few minutes shorter on an already easy transport route from London to the midlands, versus what we get in the south-west?” I have never completely followed the argument, but we are where we are today. It is important to acknowledge what the previous Government did in terms of taking responsibility for the south-west. We must not forget that £165 million was invested in the south-west rail resilience programme, and that got us almost to where we are today. We just need the final piece of the jigsaw to ensure that the line that takes us down into the south-west is secure. We must give credit where credit is due. It is important to remember that, as I talked about in my maiden speech, the south-west is not just a tourist attraction. People live there and there is an enormous opportunity for even further growth. We are an incredibly vibrant economy: the blue and green economies are growing, and we are keen to grow, but without an adequate rail service into the south-west, that is massively hindered. Like Exeter, my constituency of South West Devon has a joint local plan that is already being delivered, but infrastructure is key, and I will touch briefly on that towards the end of my speech. My main question for the Minister is: what difference will public ownership of the railway make for the south-west? That is the big question overarching everything else. I want to touch briefly on Old Oak Common, the Tavistock railway and Ivybridge, which is in my constituency. I want to touch on Old Oak Common because the recent helpful letter from the Rail Minister talks about a pot of £30 million for capital investments to mitigate the impact of disruption, which begs the question: what will it be spent on? It would be interesting to hear some detail. I think we can all make pitches for what that should cover: wi-fi has been touched on; and I will mention the Plymouth to Tavistock line—a nice project that would cost a fraction of the £30 million. We also have some challenges with platform lengths that prevent certain trains from stopping in my constituency. At the moment, the benefits outlined in that letter, which says that we will be able to get connections to the north and the midlands, do not pass the “So what?” test, because we can already get to the midlands and the north from the south-west directly without having to go across to London in a triangle. Although it will help some connectivity, it does not stack up for constituents in Devon to know that they could go to London to get to Birmingham, when they could go straight to Birmingham from Plymouth or Exeter. I acknowledge that the easier access to Heathrow may be helpful, but again, it is of limited value. That leads me to rebuilding Britain’s railway. The rail Minister provided a helpful answer that said that the Department is “reviewing individual former RYR projects, including the Tavistock to Plymouth line.” The ask has now been scaled back: they are asking for just 1% of the RYR budget, which is the seed money to finalise the business plan so that we can get to a point where we are shovel-ready for 2028. The hon. Member for Exeter (Steve Race) has already highlighted the appetite that we can see from the Okehampton line. It is also worth saying that it makes us more resilient, because we can ultimately create a circle that will go from Exeter all the way round to Plymouth and back, and that does not require Dawlish. In the next 10 or 15 years, that will be part of building rail resilience. The project is just looking for 1%, which is less than £1.5 million and could be part of that £30 million capital—I do not know whether it counts as capital or revenue, but the question is when the decision can be expected and when the Department will feed back on whether that line is one of those that will be considered. That point links up, again, to the joint local plan. We have a metro rail plan for Plymouth that includes a station at Plympton in my constituency, which would be part of that circle that goes round to Ivybridge and up. I wanted to mention Ivybridge, which is also in my constituency. At the moment, only 16 Great Western trains stop there a day. There are 29 CrossCountry services that go through the station but do not stop, and at the moment CrossCountry is refusing to do that. In light of the nationalisation plans, I would be interested to know what measures the Department might be able to take to put pressure on CrossCountry, so that 16 becomes 45 weekday services that my constituents could use to access the wider area.

We come now to the Front-Bench speeches: five minutes for the Liberal Democrats, five minutes for the official Opposition and 10 minutes for the Minister.

17:36:00

It is an honour to serve under your chairship, Mr Pritchard. I congratulate the hon. Member for Exeter (Steve Race) on securing this debate. I want to reflect on some of the things that hon. Members have said. It is plain that Exeter is a real hub for Devon and, as the hon. Member for Exeter pointed out, there are 500,000 residents in the travel-to-work area. That includes a large number of people who live in the Honiton and Sidmouth area that I represent, and I know they are eager to see the full development of this so-called metro rail project. “Metro rail” makes it sound as though it is something like the Elizabeth line here in London, but we will not kid ourselves. It is about trying to ease the journeys into Exeter for those many people who are left waiting at cold stations on winter’s nights or early mornings like these in December, and trying to improve the reliability, punctuality and frequency of services. That is true for Axminster, Feniton and Honiton in the patch I represent on the south-west rail line, and it is also true for Cullompton, which desperately needs the restoration of a railway station that was closed under the Beeching cuts in the 1960s. I want to go over those two points in more detail. The hon. Gentleman is exactly right that we need the construction of a passing loop near Feniton, Honiton and Whimple. That loop would make all the difference to the reliability of services on the Exeter-London Waterloo line. Often people find themselves stuck at stations along that route because of the single track, which does not allow trains to pass one another. Anecdotally, when I talked to the guy who runs the Railway Kitchen, a station café at Axminster, a few weeks ago, he told me that business is booming; hon. Members might think that that is a positive thing, and for his café it is, but it is not for the passengers who find their train delayed and hence use that hostelry. I said that I would also talk about Cullompton station. Cullompton is part of a pair of stations that are very fit for development—Cullompton in Devon and Wellington in Somerset. The Wellington-Cullompton programme is very high on the list for Lord Hendy, the rail Minister, because of its brilliant benefit-cost ratio. That ratio of 3.67 is the highest in the country and it is reckoned that one reason for that is the economic activity that it will afford, specifically the proposed new town—Culm Garden Village, as it is called—at Cullompton. With so much new housing proposed, it is desperately important that there is a railway station to go with it and that we do not simply see housing without infrastructure. Other hon. Members made some very good points. The hon. Members for Exmouth and Exeter East (David Reed) and for South West Devon (Rebecca Smith) talked about Old Oak Common. We will have a separate debate on that next week, so I will not expand on it now. I commend my hon. Friend the Member for Torbay (Steve Darling) for talking up the importance of the final step—the fifth phase—of the south-west rail resilience programme in creating resilience on the Exeter to Newton Abbot line. We saw an eight-week closure of that line in 2014, which sent to Cornwall and a chunk of Devon the message “You don’t matter.” The region was completely isolated. We just would not allow that in other parts of the country, and we should not allow it in the south-west. There was an appeal to put aside party politics, and on Old Oak Common I agree. I cannot help remembering, though, that the right hon. Member for Richmond and Northallerton (Rishi Sunak) came to my constituency and talked about funding for Cullompton station. We know that funding did not exist, but now we need to see it.

17:41:00

It is a pleasure to see you in your position, Mr Pritchard. You remain an ornament of the Bench. I congratulate the hon. Member for Exeter (Steve Race) on securing the debate. I have learned a lot about the rail possibilities in Devon. A huge number of issues were raised, including both threats and opportunities for the area. I will read just a handful of those I have written down: the Dawlish sea wall works; the success story of the reopening of the redundant Exeter to Okehampton line; Old Oak Common, which I will talk a little about; accessibility challenges at stations; platform lengths, and the cancellation of the restoring your railway plan. However, that was all mentioned within the framework of the hon. Member’s initial assessment that rail is an enormous success in the area, and that is overwhelmingly due to the benefits of privatisation. From the heyday of the railway, which is generally considered to be the early 1950s, participation trended inexorably downwards—people voted with their feet; the direction of travel was a straight line downwards—until privatisation, when it reversed. That is because of the enormous investment that privatisation allowed to be brought into the railway, and passenger numbers have doubled as a result. I therefore question what the Government’s position on renationalisation will do for passenger numbers and who will stand up for the passenger under the new system—but most of that is for another day. I will touch on two of the issues that were raised, the first of which is Old Oak Common. There is deep concern in the region about the impact on GWR services, with diversion of services from the south-west, reduced track operations, closure of access to London Paddington, occasional redirection to London Euston—but when, and will it be predictable?—longer journeys and a reduced quality of service. I am sure the Minister recognises that, and the need for disruption is understood. My question is whether people will have to pay similar prices for a noticeably worse and disrupted service, and when they will have certainty about the timetable—not just a printed timetable, but one in which they can have confidence sufficient to book and rely on the service being delivered. The other issue with GWR is Sunday performance, which is reliant on voluntary overtime from unionised drivers and other train operators. That is an extraordinary position to be in. I recognise that this is a long-standing issue, so I am not having a particular go, but how can we possibly have a mandated schedule that is reliant on people volunteering to staff it? I look for a Government response on that. Early signs are not particularly encouraging. The no strings attached £9,000 pay rise to ASLEF train drivers, with no Sunday working agreements or any productivity enhancing characteristics, is not a good start. I fear that nationalisation of the service as a whole will only make it worse. My question to Minister is: when the system is nationalised, and there is no incentive to go after extra customers, who will stand up for the customer experience? When the Minister for Rail—the noble Lord, Lord Hendy—says that he continues to press for resolution of the Sunday working issue, I ask the Minister how. We all wish it, but what active steps will the Government take? Secondly, in my last 30 seconds, I want to talk about restoring your railway. The first thing the Government did in July was cancel it. It was an enormously popular project and we have seen how effective it was from Exeter to Okehampton. The Tavistock to Plymouth service is just as important. However, in his letter yesterday, Lord Hendy is now saying that the Department is looking at it again. Is that a U-turn? If they needed time to stop and think, why did the Government not do that, rather than take the precipitate decision to cancel the entire project back in July? If their answer is “Well, there was no money”, that is not correct. There was the entire £150 million of funding for that project, which was coming from the cancellation of the second leg of HS2—[Interruption.] If that has been gobbled up by something else, perhaps the Minister can tell us what has happened to the money.

Order. I just remind Parliamentary Private Secretaries that they do not usually intervene, either officially or unofficially, if they do not mind my saying so.

17:46:00

It is a pleasure to see you in the Chair, Mr Pritchard. I congratulate my hon. Friend the Member for Exeter (Steve Race) on securing this debate on the future of rail services in Devon, and I thank all hon. Members for their contributions today, including the hon. Member for Strangford (Jim Shannon), who is no longer in his place, for his intervention. I also thank the hon. Member for Torbay (Steve Darling), who mentioned the issue of internet, and I just want to say that free wifi is available on GWR services. However, I am aware that there are certainly connectivity issues on parts of the network, and I have asked my officials to explore the feasibility of a range of technology options to improve passenger connectivity on the rail network. The Department is also conducting research to measure the strength of mobile signals along the rail network to understand fully where interventions are needed and the potential impacts. I thank the hon. Member for South West Devon (Rebecca Smith)—I was devastated by the lack of Kylie Minogue references in her speech, but I will come on to some of the issues that she raised. Her fantastic maiden speech had many a reference to Kylie Minogue tunes, including “The Loco-Motion”. I also thank the hon. Member for Exmouth and Exeter East (David Reed). This Government recognise the importance of rail services in Devon. As we have heard today, the transport network is key for providing the connectivity to support economic development, including housing and employment growth, as well as tourism. Since the pandemic, the south-west has seen a strong recovery in rail passenger numbers, especially in the leisure market. Passenger journeys in Devon are up by 9% compared with 2019, while nationally they remain about 6% lower. We know that many services in Devon are often very busy, particularly on Fridays and weekends. We have now authorised and funded additional trains that are due to enter service on CrossCountry routes from May 2025, providing improved connectivity across Britain.

I welcome what the Minister is saying. On a point of interest, it would perhaps be worth looking at the numbers on a Thursday. In line with most of the country, Thursday is the new Friday, and I am sure that most of my colleagues in the room will testify to the challenge of getting a train out of London on a Thursday, because everybody wants to go back to Reading. With all due respect, it might be worth looking at the numbers on a Thursday, to help us with our case for more capacity in the south-west.

I thank the hon. Member for her contribution. I am convinced that the civil servants in the Department for Transport will be looking at numbers across the week, just to reassure her. The reintroduction of daily passenger services on the Okehampton line has seen strong passenger demand since regular services were launched in 2021; these were enhanced to hourly services in 2022. This Government are committed to building on that success, with work progressing on Okehampton Interchange, a new station to the east of Okehampton that is due to open in 2026. The station will become a hub for trains and buses, with improved walking and cycling links. Another new station, Marsh Barton in Exeter, opened in July 2023 and has already seen nearly 130,000 journeys. Although it is great to see more people in Devon using the rail network, the Government want to see further improvements. We have been clear that rail services have been failing passengers. Cancellations are at a 10-year high and punctuality is inconsistent across the network. We need to improve services for passengers and deliver better value for money for the taxpayer. We have taken immediate action. Ministers continue to meet the managing directors of train companies and their Network Rail counterparts to address poor performance and demand action to raise standards. A resilient railway is crucial to the economy, not just in Devon and the south-west, but right across the country. That is why £165 million has been invested to date in the south-west rail resilience programme at Dawlish, providing better journey reliability for rail travellers in the south-west. Industry studies are also under way to build the case for additional passing loops between Exeter and Salisbury at known locations where trains are delayed as they wait for other trains passing in the opposite direction. I encourage my hon. Friend the Member for Exeter to work with the industry, funding providers and other route MPs in supporting the work on these passing loops. I am aware that several hon. Members have shown strong support for a number of the potential rail projects that have been referred to today. Ministers have been clear, however, that in the context of the financial situation that the Government inherited, it will not be possible to afford the delivery of all proposed projects. The Secretary of State is conducting a thorough review of the previous Government’s transport plans to ensure that our transport infrastructure portfolio drives economic growth and delivers value for money for taxpayers. I am also aware that my hon. Friend the Member for Exeter has been campaigning for lifts at Exeter St Thomas and Polsloe Bridge stations in his constituency. The Government are carefully considering the best approach to the Access for All programme. I am unable to comment on specific stations at this point, but we remain committed to improving the accessibility of the railway and recognise the social and economic benefits that improving accessibility brings to communities. In the meantime, if any passenger cannot use a particular station, the train operator is obliged to offer alternative transport at no additional cost. Finally, I want to address the impact of Old Oak Common on services between Devon and London. This new station is a crucial enabler for the Government’s growth mission. However, I recognise my hon. Friend’s concerns about the impact of the works there on rail services for his constituents, both during and post construction. The next phase of the work will take place this Christmas and will see changes to the GWR services from 27 to 29 December. Some inter-city services will divert to London Euston; some will terminate at Reading or Ealing Broadway. Passenger communications are happening now to enable passengers to make choices about how and when they travel. I am aware that the rail Minister has met many south-west MPs, including my hon. Friend, to discuss the matter. I confirm that the Government will continue working with industry partners to ensure that disruption for passengers using the Great Western main line is kept to a minimum, both during construction and once services are in operation. I thank my hon. Friend again for securing this debate on the future of rail services in Devon. I fully acknowledge and appreciate the importance of the issue to him and his constituents. The Opposition spokesman, the hon. Member for Broadland and Fakenham (Jerome Mayhew), raised the issue of GWR’s performance, including on Sundays specifically. The Government recognise that performance on Great Western Railway services is not where it needs to be. This is due to a range of issues, including infrastructure and fleet reliability, as well as the availability of train crew, which has resulted in higher levels of Sunday cancellations in recent months. Officials and GWR are actively working to address the issue. CrossCountry has also been mentioned. CrossCountry provides vital inter-city rail services linking Plymouth and Exeter with Birmingham, Yorkshire, north-east England and Edinburgh, as well as offering popular “through services” between Torbay and Manchester. Since September, it has seen its passenger numbers return to pre-covid levels. I acknowledge that CrossCountry services are often very busy, particularly on Fridays and weekends—and perhaps also on Thursdays. The size of the CrossCountry inter-city fleet has been an issue for some time; this has been exacerbated by the retirement of CrossCountry’s fleet of five high-speed trains in September 2023, which operated on the Edinburgh-Plymouth route. The Government are determined to deliver improved train services for passengers. To reduce crowding, the Department has authorised and funded 12 additional Voyager trains, which are due to enter passenger service on CrossCountry routes in May 2025. This will increase the Voyager fleet by over 20% and will enable CrossCountry to provide thousands more seats per week across its network. The first three of these cascaded trains are already in service. The entire CrossCountry train fleet is also due to be refurbished over the next few years, offering new seats, additional luggage space and other improvements that will benefit passengers. As the hon. Member for Honiton and Sidmouth (Richard Foord) noted, there will be a separate Westminster Hall debate on Old Oak Common, so I will say no more about it at this time. Hon. Members raised points about accessibility. Since the election, we have been carefully considering the best approach to the Access for All programme. Department for Transport Ministers are not able to comment on the next steps for Access for All’s projects at specific stations, including Exeter St Thomas station, but Members can be assured that we are committed to improving accessibility of the railway and we recognise the social and economic benefits that it brings. I congratulate the hon. Member for Exeter once more on securing the debate. I look forward to working with everybody to improve rail connections across the country.

17:56:00

Thank you very much for your chairmanship of the debate, Mr Pritchard. I thank the Minister for his responses. I restate my thanks to Lord Hendy for the engagement we have had from him so far and for the improvements that he appears to have delivered in the medium term, which have been communicated to us. I am grateful for the continued engagement from the entire Department for Transport. The key message for the Department to take away is that there is a huge economic growth opportunity in Devon and across the wider south-west, and the railways can play a significant role in helping us to unleash that potential. I ask the Department to continue to think about Devon as it makes decisions on rail funding throughout this Parliament. Question put and agreed to. Resolved, That this House has considered the future of rail services in Devon.

17:57:00