Even Byers's answers are late

A challenge to put Stephen Byers on the spot over his transport policy was exactly the opportunity the Evening Standard has been waiting for - particularly when it was made by none other than Labour party chairman Charles Clarke.

The media should be "harassing him on the fundamental questions of how he is doing or not doing" on the Tube and rail crises, Mr Clarke said.

The Transport Secretary, he said, should be quizzed over issues such as the Government's Tube part-privatisation proposals, and his plans for the rail industry after putting Railtrack in the hands of administrators.

Last Monday the Evening Standard responded by sending Mr Byers a list of the most urgent questions affecting several million London commuters.

Four days later, the Secretary of State, aided by a team of policy advisers, finally responded.

The long wait - an experience familiar to most commuters - started when the Evening Standard first contacted Mr Byers's press office, at about 5pm on Monday.

A follow-up call the next morning elicited the response that Mr Byers's aides were working on the questions and "hoped to have the answers by this afternoon".

By 2pm that had been put back to the following morning. Mr Byers and his team were "very busy" dealing with the escalating controversy over industrial action on the railways and doubts over his future as Transport Secretary.

By 3pm on Wednesday, the latest estimated arrival time was "probably tomorrow morning. We need to make sure we get it right".

A pattern was beginning to develop when on Thursday afternoon, a harassed-sounding press officer said: "We are endeavouring to get something over to you as soon as possible. It may be this evening - but we have been incredibly busy with media inquiries about transport this week."

At 10am on Friday, after an 89-hour wait, the answers to the basic questions on Government transport policy arrived by fax from Department of Transport headquarters in Victoria.

To ensure our questions focused on the key issues they were set by the Evening Standard's team of transport experts.

The following are the result of almost a week's work by the people who are trying to solve the national transport chaos.

Each answer is followed by a brief analysis by our experts.

Stephen Byers's answers - and our experts' verdicts

1. What is the latest date you expect the contracts for the public-private partnership for the Underground to be signed? Why are these contracts ever more delayed?

A. I expect contracts to be signed before the end of this financial year provided they meet our valuefor-money test. In addition the Health and Safety Executive will need to approve the safety case. I've always said that safety on the Underground won't be compromised. If the safety case is not met then the PPP will not go ahead.

The competitions have been driven by London Underground's need to achieve value for money, not a rush to meet an artificial timetable. Unfortunately there was some delay last year due to bidders revising their bids, discussions with Transport for London and the judicial review brought by them against LU.

ES: "Still no certainty this will go ahead. He is giving himself room to back out."

2. When will the first improvements to the Underground, resulting from the Government's investment programme, be seen by passengers?

Give some easy-to-test examples of the improvements that will be in place by the time of the next election (or 2005).

A. I expect passengers will start to see improvements in the first year of modernisation as investment in track and signalling begins.

Investment programmes do take time, but within the first period of the contracts of seven and a half years, there will be significant improvements including a major update of the Victoria line and delivering new signalling on the Northern line, allowing more frequent-services. Additionally there will be a massive programme of work to repair and replace track, reducing delays caused by speed restrictions; work to replace lifts and escalators; essential works to improve drainage, strengthen bridges and repair embankments, and over 50 stations will be modernised, including improved CCTV to enhance security.

LU has developed the contracts to achieve value for money in delivering a comprehensive modernisation of the whole Underground network. LU will set out details of the improvements to be delivered once the competition has been completed but we did send out more information in Your Tube published in November.

ES: "Talk of seven-and-a-half year contracts makes it quite clear improvements won't be seen by the time of the next general election."

3. What is the latest date by which you expect to put in place the new arrangements for running Railtrack?

Is it true some parts of the network may have to close?

A. The length of administration is set by the administrator who has duties both to the railway and to shareholders and creditors. He shares the Government's objective that the process can be completed as quickly as possible. New management at Railtrack PLC has been brought in to tackle some of the problems so that whoever takes over will be in a better position. Speculation that parts of the network will have close is simply untrue.

ES: "Sounds as if it's going to be a long, drawn-out process and bad news for commuters. At least he says that no part of the network will have to close."

4. Which individual or individuals is/are responsible for ensuring the railways deliver effective and efficient services?

A. The political reality is that I will be held responsible. The legal position is that the boards and management of the Train Operating Companies (TOCs) and Railtrack are responsible for ensuring the day-to-day delivery of rail services. The Strategic Rail Authority (SRA) is responsible for overseeing the performance of the TOCs and for providing strategic direction to the rail network, planning and guiding improvements and controlling the distribution of public funds.

The SRA operates in line with broad directions and guidance provided by ministers. I recently appointed a new chairman of the SRA, Richard Bowker. I am confident that he will play an important role in reshaping the industry. He will be publishing a detailed plan for expanding the network and for improving commuter services in London and the South-East on Monday.

ES: "When the structure is this complicated how can the aggravated commuter talk to the man in charge (ie. him)?"

5. When will the full new arrangements for operating Britain's railways be up and running?

A. I hope to see Railtrack come out of administration as soon as possible but as I said earlier it is a matter for the administrator. The Strategic Rail Authority is setting out its plans for the industry today and new franchises or extensions will be awarded in the next few months.

ES: "It's all a bit relaxed when the railway needs action quickly."

6. As London is responsible for the overwhelming majority of all rail journeys made in the UK, who will be responsible for ensuring that the capital's railways work properly? What public access will there be to this individual?

A. The TOCs and Railtrack are responsible for ensuring the day-today delivery of rail services in London. The SRA provides strategic direction and oversight. Plans published by the SRA suggest that there should be a reduction in the number of TOCs in London with just one operator for each mainline station.

The Mayor of London may give directions and guidance to the SRA in relation to London-specific matters.

Rail users should take up any concerns with the operators in the first instance. Unresolved issues may be taken up with the London Transport Users Committee, which has regular access to TfL (Transport for London), the SRA and ministers.

ES: "The complexity of this answer says it all."

7. Why has public expenditure on transport in the UK fallen to just one per cent of GDP (from two per cent as recently as 1992-3) if the Government is committed to improving the quality of the service?

A. Between 1992/93 and 1996/97 public expenditure on transport as a percentage of GDP fell from two per cent to 1.3 per cent. The Government's decision [sic] to stick to the previous administration's expenditure plans for its first two years in office, in order to put the economy on a sound footing.

However, our 10-year plan for transport provides for real increases of almost 75 per cent in public and private sector investment over the next decade compared with the previous 10 years.

ES: "As Peter Hain commented, the Government has under-invested."

8. Why has public investment in the core Underground during the years since 1997-98 been lower than during the Major governments from 1990-91 to 1997-98.

A. In our first term, we provided the Underground with almost £1billion more in grant then the previous administration planned. That was enough to allow average investment in the core of the Underground network of around £530 million each year - compared to an average of £395 million under the previous administration (all figures in current prices, so they are directly comparable).

While investment in the Tube was increased for a few years in the early 1990s, the then Government failed to put in place plans to deliver the stable long-term investment needed to modernise the Tube.

ES: "Once again he's promising jam tomorrow - but how long can we wait?"

9. Which commuter rail lines do you use most frequently and how would you describe the quality of journey?

A. I live by the Northern line so I tend to use the Tube although I do use Thameslink occasionally. When travelling to and from my constituency on Tyneside I use the East Coast Mainline. Since Hatfield, it has been subject to delay and it suffers from overcrowding but generally I would say GNER provides a good service.

ES: "Glad to hear how much the Secretary of State enjoys GNER, the best mainline train operator, but London commuters suffer a level of service that is infinitely worse."

10. Which Underground lines do you use most frequently and how would you describe rush-hour travel on the Tube?

A. I use the Northern line most when in London. As a Cabinet minister I have a car for ministerial engagements but I use the Tube and the bus to get about when I'm not on ministerial business. The Northern line has improved greatly with the new trains but it needs the investment in track and signalling that will come from our publicly owned, privately built investment plans for the Tube.

How would I describe rush hour on the Tube? At best a squash and at times, frankly, intolerable. Three million passengers are transported every day and for most the journey is just about tolerable but the cancellations, breakdowns and overcrowding can make some days a nightmare. That's why we desperately need to get on with our £13 billion investment plans.

ES: "If he thinks the Tube is intolerable why is there no greater urgency to tackle the problem after five years in office?"