Govia Thameslink Franchise

Debate between Lilian Greenwood and Lord Johnson of Marylebone

Wednesday 18th July 2018 Commons Chamber

[Joseph Johnson]

I thank my right hon. and learned Friend for recognising that there has been improvement, even if it has not been consistent across all parts of the GTR network. We particularly want to see an even higher standard of service on Great Northern, which serves his constituency, than there has been. Performance overall has been improving: as I said, yesterday the PPMs on Thameslink were at 84% and at 86% on Great Northern. There have been some operational difficulties today due to a signalling failure, which is a Network Rail responsibility. As part of our work with GTR, we are ensuring that it pays particular attention to areas such as that of my right hon. and learned Friend where there has been poorer performance than that across the rest of the GTR franchise as a whole.

[Lilian Greenwood (Nottingham South) (Lab)]

GTR’s third attempt since May to implement a more robust and reliable timetable has been met with understandable incredulity by those passengers who are still experiencing more cancelled services, more confusion and dangerously overcrowded stations and platforms. How long is the DFT prepared to prolong the ridiculous situation in which the only available option to stabilise things is to cancel more trains, causing more pain for passengers who are paying handsomely for GTR’s so-called service? If the Minister will not step in to take direct and effective action to put things right, is not the franchise in effect unfit for purpose? Does that not demonstrate the Department’s total inability to act in the best interests of passengers?

[Joseph Johnson]

Things are improving, although they are not yet back at the level they need to be. More services are running today—150 to 200 each day—than before 15 July, as a result of the interim timetable that GTR has just implemented, and the number of on-the-day cancellations has been dramatically reduced, so the Chair of the Select Committee could give some credit to GTR for the kind of progress that we have seen since the introduction of the interim timetable on Sunday, while recognising that there is significant work still to be done.

Oral Answers to Questions

Debate between Lilian Greenwood and Lord Johnson of Marylebone

Thursday 5th July 2018 Commons Chamber

[Joseph Johnson]

Transport for the North has determined that passengers on the most severely affected routes, principally on Northern services, will get four weeks’ cash compensation, as my hon. Friend rightly said, and those on the less severely affected routes, which happen to be in Yorkshire, will receive one week’s cash compensation. That is a matter for Transport for the North.

[Lilian Greenwood (Nottingham South) (Lab)]

The National Audit Office revealed that the Minister’s Department has allowed Govia Thameslink Railway to buy out its liabilities for poor performance through to September 2018. The Public Accounts Committee has concluded that the threat to strip GTR of its franchise is not a credible one. What can he do to protect passengers from a continuation of the current appalling performance if the 15 July interim timetable fails to bring stability?

[Joseph Johnson]

Rail operating companies will be held responsible for that portion of performance for which they are responsible and accountable, and that is now under way. The Secretary of State has set in train a hard review of GTR, and at the end of that hard review, all appropriate options will be on the table and available to the Secretary of State and to the whole Government.

Oral Answers to Questions

Debate between Lilian Greenwood and Lord Johnson of Marylebone

Thursday 24th May 2018 Commons Chamber

[Joseph Johnson]

We are grateful to my hon. Friend for bringing all the issues facing his constituency to our attention, and we look forward to working closely with him in the coming weeks. This week’s timetable changes are the first phase of a totally recast timetable, which will deliver, in time, the full benefits of the £7 billion Thameslink programme.

[Lilian Greenwood (Nottingham South) (Lab)]

The new timetable produces winners and losers across the country. Yesterday, the University of Nottingham told me that

“connectivity to London and to the world is crucial to Nottingham attracting jobs, talent and visitors that will drive the future of our economy. We are concerned that the timetable changes will hinder these ambitions.”

That is a clear indictment of the changes forced on East Midlands Trains’ services by this Department in order to accommodate the new Thameslink timetable. What have this Government got against the east midlands that means that, yet again, we are getting a raw deal?

[Joseph Johnson]

The May 2018 timetable change will see about 90% of our services change. It is perhaps the single biggest timetable change in the country’s history and it will bring an extra 1,300 train services across our network. This is a very significant operational challenge. We recognise the disruption that is temporarily occurring in various places, and we are working carefully with train operators to reduce it as rapidly as possible.

Transport Secretary: East Coast Franchise

Debate between Lilian Greenwood and Lord Johnson of Marylebone

Wednesday 23rd May 2018 Commons Chamber

[Joseph Johnson]

We are of course dealing with the challenges of managing a busy, successful and growing network. The hon. Lady will acknowledge that we have just introduced one of the biggest—if not the biggest—timetable changes in the history of the railways to reflect the surge in demand for rail services. We recognise that there are problems, of course, and we are focusing on them so that we minimise disruption, but we should acknowledge that we are dealing with the challenges of success, rather than failure.

Let us not forget about freight either—it is one of the great success stories of privatisation. The private rail freight operators that took over from British Rail in the 1990s brought a new spirit of commercial enterprise and customer focus, and an innovative approach, to operations. That transformed a sector that had been in steady decline into one that, over 20 years, has doubled its share of the land-based freight market.

Privatisation has driven innovation, new private investment and customer service excellence, drawing in more than £4 billion of private investment in our railways since 2010 to deliver faster, more convenient and more comfortable journeys. Thanks to private investment, 7,000 new carriages are to be introduced on the rail network between now and 2021.

[Lilian Greenwood]

By talking about freight, the Minister is avoiding the main subject of the debate. He will know, however, that the rail freight sector is in some difficulty following the loss of important business.

Virgin Trains has identified one reason for its underperformance as people switching from rail to road due to rising rail fares and falling petrol prices. Given the Government’s supposed commitment to tackling air quality and climate change and to a modal shift from road to rail, why did he not anticipate that and do something about it?

[Joseph Johnson]

The hon. Lady mentions climate change, which is of course relevant to freight, as one reason for the freight sector’s difficulties in recent years has been the withdrawal of coal from use in power stations and the declining coal tonnage in freight. And, of course, the Government are committed to our climate change targets, and we are on track with our various carbon budgets.

I will turn now to the main subject of the debate: last week’s decision on the east coast. Our decision ensures that the taxpayer will recover all the money possible under the terms of the contract, and Virgin and Stagecoach have lost nearly £200 million in the process.

Throughout all this we need to remember that, fundamentally, the Intercity East Coast rail operation, as a train service business, continues to be a successful enterprise that returns good value to taxpayers now and will do so in the future. VTEC could not meet the agreed costs of its contract with the Department but, as an operating business, Intercity East Coast services are in good shape, and commercial revenues more than cover the direct costs of the train business. In fact, VTEC paid back more money to the taxpayer than when the line was in public sector ownership.