The Department for Transport does not typically hold data on short formations by route. The Short Formations metric which is reported as a Key Performance Indicator is calculated by comparing the capacity operated against a benchmark level of planned capacity, which is agreed by each operator and reviewed at the twice-yearly timetable changes.

The services in scope for the metric vary by operator and it is not therefore possible to compare between operators or against the network average.

Separately, data from Northern Trains show that the percentage of Calder Valley services with fewer carriages than planned is below:

• Blackpool North to York: 5.8%

• Halifax to Hull: 10.3%

• Leeds to Chester: 21.8%

• Leeds to Manchester Victoria: 22.5%

• Leeds to Wigan: 12.7%

• All Northern routes: 7%

This data covers the period November 2024 until June 2026. I have asked Northern Trains to respond to you directly with further data.

The Department for Transport does not typically hold data on short formations by route. The Short Formations metric which is reported as a Key Performance Indicator is calculated by comparing the capacity operated against a benchmark level of planned capacity, which is agreed by each operator and reviewed at the twice-yearly timetable changes.

The services in scope for the metric vary by operator and it is not therefore possible to compare between operators or against the network average.

Separately, data from Northern Trains show that the percentage of Calder Valley services with fewer carriages than planned is below:

• Blackpool North to York: 5.8%

• Halifax to Hull: 10.3%

• Leeds to Chester: 21.8%

• Leeds to Manchester Victoria: 22.5%

• Leeds to Wigan: 12.7%

• All Northern routes: 7%

This data covers the period November 2024 until June 2026. I have asked Northern Trains to respond to you directly with further data.

The Department for Transport does not typically hold data on short formations by route. The Short Formations metric which is reported as a Key Performance Indicator is calculated by comparing the capacity operated against a benchmark level of planned capacity, which is agreed by each operator and reviewed at the twice-yearly timetable changes.

The services in scope for the metric vary by operator and it is not therefore possible to compare between operators or against the network average.

Separately, data from Northern Trains show that the percentage of Calder Valley services with fewer carriages than planned is below:

• Blackpool North to York: 5.8%

• Halifax to Hull: 10.3%

• Leeds to Chester: 21.8%

• Leeds to Manchester Victoria: 22.5%

• Leeds to Wigan: 12.7%

• All Northern routes: 7%

This data covers the period November 2024 until June 2026. I have asked Northern Trains to respond to you directly with further data.

DFT Operator (DFTO) holds routine discussions with Northern on matters of performance, which will include capacity issues such as short-forming. DFTO expects all operators to introduce appropriate measures in response to expected demand and holds operators to account for short-formed services.

DFT Operator (DFTO) holds routine discussions with Northern on matters of performance, which will include capacity issues such as short-forming. DFTO expects all operators to introduce appropriate measures in response to expected demand and holds operators to account for short-formed services.

Operators are working to match capacity to demand. Services are actively managed on the day to ensure available capacity is deployed where needed and in response to changing resources, demand and disruption.

The Department does not collect this data centrally.

The Department expects train operators to provide appropriate capacity in response to expected demand, particularly during peak periods, and to minimise short formations wherever possible, only using them where this is judged to be in passengers' overall interests and helps maintain wider service delivery.

The Department's Short Formations metric is calculated by comparing the capacity operated against a benchmark level of planned capacity, which is agreed by each operator and reviewed at the twice-yearly timetable changes. The services in scope for the metric vary by operator. For some operators it covers all services, while for others it focuses on those where short formations would have the greatest passenger impact, such as weekday peak services.

For public sector operators, the Short Formations metric is a Key Performance Indicator reported each four-weekly rail period. For operators holding National Rail Contracts, the Short Formations metric forms part of the operational performance regime. This regime also includes TOC-on-Self delay minutes and TOC-on-Self cancellations, which measure performance factors within the operator's control, as well as whole-industry measures – All Cancellations, Time to 3 punctuality and Time to 15 punctuality. Performance against these metrics forms part of the calculation of the performance-based fee payable to private sector operators.

Government is part way through a long term investment plan for the Calder Valley line that provides more capacity, improved reliability and better connections to opportunities in Manchester, Bradford and Leeds. From May 27, the government expect to see longer trains and performance improvements resulting from the simplification of operations around Manchester Victoria. Northern will start to introduce new trains from the early 2030s.

As announced in January phase three of the Northern Powerhouse Rail programme will deliver improved connections between Manchester and Bradford. To support upcoming decisions on a new Bradford station, we will assess initial options for Bradford–Manchester connectivity as part of the station business case. This assessment will include consideration of the Calder Valley line.

Government is part way through a long term investment plan for the Calder Valley line that provides more capacity, improved reliability and better connections to opportunities in Manchester, Bradford and Leeds. From May 27, the government expect to see longer trains and performance improvements resulting from the simplification of operations around Manchester Victoria. Northern will start to introduce new trains from the early 2030s.

As announced in January phase three of the Northern Powerhouse Rail programme will deliver improved connections between Manchester and Bradford. To support upcoming decisions on a new Bradford station, we will assess initial options for Bradford–Manchester connectivity as part of the station business case. This assessment will include consideration of the Calder Valley line.

Government is part way through a long term investment plan for the Calder Valley line that provides more capacity, improved reliability and better connections to opportunities in Manchester, Bradford and Leeds. From May 27, the government expect to see longer trains and performance improvements resulting from the simplification of operations around Manchester Victoria. Northern will start to introduce new trains from the early 2030s.

As announced in January phase three of the Northern Powerhouse Rail programme will deliver improved connections between Manchester and Bradford. To support upcoming decisions on a new Bradford station, we will assess initial options for Bradford–Manchester connectivity as part of the station business case. This assessment will include consideration of the Calder Valley line.

Good morning, Mr Speaker, and most importantly, I wish you a very happy start to the super league season.

Northern Powerhouse Rail will be the biggest transformation in travel in the north of England in a generation. Under NPR, officials will assess options to improve Bradford to Manchester connectivity, including consideration of the Calder Valley line. I know my hon. Friend has been a great advocate for electrification, and the Rail Minister will be keen to work with him on this issue.

What recent discussions she has had with stakeholders on improvements to the Calder Valley train line.

I thank my hon. Friend for his focus on accessibility, and I would be glad to engage with him further on this matter. The project to which he refers was originally remitted to Northern Trains for delivery, but the contractor was stood down from works in August 2024 due to unsafe behaviours. Network Rail has taken over delivery of the project, the funding remains available, and it is currently undertaking survey works and option selection to provide an accessible route to and between platforms. I look forward to engaging with him further on this important issue.

Plans for a disabled access lift at Todmorden station were first announced in 2019, yet six years later we are still waiting, with no lifts, no date and no accountability. When I knocked on doors at the weekend, a disabled constituent said she can get in a lift to travel only in one direction, because the promised upgrade has not come. I urge the Secretary of State to intervene, and to help me and local councillors finally to get this project delivered, so that stations in Calder Valley work for all my constituents.

Network Rail is completing a strategic outline business case, covering electrification of the Calder Valley line. The business case will be considered in the context of the wider electrification strategy, so that we can determine how to deliver the best possible benefits across the region.

The Calder Valley line was listed as a top priority for improvements by Transport for the North’s electrification taskforce 10 years ago, back in 2015, yet my constituents are still waiting for those improvements. Will the Minister commit this Government to delivering the infrastructure for my constituents that the last Government could not?

I refer the Hon. Member to the Answer given on 28 February 2022.

As part of the integrated rail plan, the Government will be upgrading the Calder Valley line between Bradford Interchange and Leeds to reduce journey times from about 20 minutes today to as low as 12 minutes.

What steps his Department is taking to shorten rail journey times from Bradford to Leeds.