West Anglia Rail Line

Mark Prisk Excerpts

Wednesday 11th December 2013 Commons Chamber

[Sir Alan Haselhurst]

I certainly do not disagree with that in any way, and I would think that quite a number of other colleagues whose constituencies are served by this railway line would echo my hon. Friend’s sentiments. I acknowledge his support in the campaign to bring the Government’s focus more sharply on to this line.

[Mr Mark Prisk (Hertford and Stortford) (Con)]

I strongly endorse what has been said: my right hon. Friend is an informed and persistent challenger of what has been a poor service for all our constituents. Does he share my concern that, while we understand the problems created by the storm this autumn, we noticed that it was our line that was least able to cope? We had three days—not one—of disruption. Does he share my view that alongside the overcrowding, poor service and rising fares, we simply seem to be getting what I would describe as a Cinderella service?

[Sir Alan Haselhurst]

I am grateful to my hon. Friend, who has been another staunch ally in the fight for a better deal for regular passengers on the line. I agree that that is another example of how our service has fallen below the standards, which have been raised in certain other parts of the country. In terms of statistics, it is possible to argue overall that a higher performance rating has been achieved, but when the lapses occur, they are very serious indeed.

I could add to what my hon. Friend has said by describing my experience this morning. At the Audley End ticket office there are two counters. Both were closed, with a notice up to say that the one person who was in on this particular morning would be back at 9.45, which was one minute after the departure of the train to London. The rumour was that the ticket agent was having a break, but that meant that there were no tickets available to purchase except from one of the machines on the platform, and those machines are not flexible in what they can offer—they can only provide fairly simple fares. It would certainly appear to be a shambles that we do not have a proper standard of service in that way.

As I have said, there is a new train operator and a new airport owner, and there is seemingly a new franchise policy because when my right hon. Friend the Member for Chipping Barnet spoke in response to my Adjournment debate in 2011 she suggested that good times would come when we had new longer franchises, but I am not sure that that policy still holds; that may have now changed to having rather shorter franchises. I would be interested to know what my hon. Friend the Minister has to say on that subject.

Indeed, in addition to those other new circumstances, we have a new Minister. In fact he is the second since the previous debate. [Interruption.] Yes, I have no doubt at all that he is an excellent Minister, but he will be judged in part by the nature of his reply to me and my hon. Friends.

What is absolutely incontrovertible is that there has been no investment in the line. That is the problem.

[Sir Alan Haselhurst]

I am sorry that my hon. Friend was inconvenienced on those occasions, but that illustrates a further problem that we experience on the line. I hope that the problem did not prevent him from collecting the honorary degrees that he was no doubt going to Cambridge for.

I might have suggested that not much has been happening, but in fact I suspect that things are now stirring, although not necessarily in a helpful way. The Mayor of London has shown great interest in acquiring control over part of this railway. More disturbingly, my right hon. Friend the Secretary of State seems to have given assent in principle to that taking place. The Mayor would then have control over the services to Enfield Town, Chingford and so on, although not further up the main line between Tottenham Hale and Broxbourne. That is interesting, because one of the justifications for bringing together the services out of Liverpool Street in a single franchise was that it would make the operability of Liverpool Street more effective. If a second franchise holder were to be introduced, that could start to complicate matters in what is already a very constricted station.

My next point is that, to run those services, the Mayor will need some rolling stock, and I suspect that a portion of the rolling stock currently being operated flexibly by Greater Anglia would be painted a different colour and handed over to the Mayor. It is not clear, however, what would replace that rolling stock. I regard this as an aggressive, acquisitive policy on the part of the Mayor. I am not denying that it could be good for the people he serves, but it would have an adverse effect on the people served by me and by my hon. Friends the Members for Hertford and Stortford (Mr Prisk) and for Harlow (Robert Halfon) and others. Also, it cannot be right if there is to be no investment in the track. The situation would become altogether different if we had four-tracking. It might then be possible to accept that the two operators could work without the one interfering with the other.

A further disturbing matter, from the point of view of railway passengers, is that Stansted airport is starting to expand again in terms of passenger numbers, and I imagine that, under the dynamic new ownership of the Manchester Airports Group, those numbers will continue to rise over the next few years. That will build demand to a point at which we will look back on the history and say to Ministers, “Excuse us, but we would now like to have back those trains that you allowed to run on the Cambridge line to serve the commuters, so that the original intention of having 12-car trains going to the airport can be fulfilled.”

I have no particular complaint about there being a decent rail service to the airport; indeed, I am in favour of it. However, it could pose a second threat to the fleet that is available to Greater Anglia. The question would then arise: where are the substitute carriages to come from? I am advised by Abellio that there are no trains that can obviously be cascaded down to us. We would, I suppose, be grateful for second-hand trains, but we have been living with second-hand trains for far too long anyway and we deserve a full fleet of new trains.

A report has appeared recently from an organisation called London First. It puts forward what, on the face of it, seems a reasonable proposition. I replied initially to Baroness Valentine, the chairperson of the organisation, to say that I welcomed the contribution to the debate, and that anything that brought attention to the needs of the line was to be welcomed. But the more one examined the proposal, the more one became aware that the clue was in the title—London First; the approach was just that, and it would not be to the advantage of those of us who are further away from London and rely on services on that line. London First is proposing a third track over a short distance north of Tottenham Hale, as much as anything to facilitate services to Stratford. In principle, I see nothing wrong with that, but the proposal is not going to be to the benefit of the passengers we represent in ever-increasing numbers. It is a diversion from the real need of the line, which is to get four-tracking so that flexibility can be achieved.

[Mr Prisk]

My right hon. Friend mentions the London First report, and perhaps I might add my thoughts on that in a moment, if I can catch your eye, Madam Deputy Speaker. The report is a distraction, but is he aware that, worse for my constituents, it includes ideas of looping around Bishop’s Stortford and Sawbridgeworth, which would leave my commuters watching visitors from abroad getting a better service than those who actually pay for it?

[Sir Alan Haselhurst]

I agree. I do not represent people in Sawbridgeworth and Bishop’s Stortford, but I am sufficiently familiar with the two places, and passing through on the train, to wonder exactly how these passing loops are going to be effected without the most appalling disruption. In any case, I do not believe they serve any real purpose. Four-tracking between Coppermill junction, south of Tottenham Hale, and Broxbourne is the way in which most people’s interests can be served. If we take our eye off that goal, we will end up with miserable scraps. I worry that, if London First gains favour for its proposal, which is not only inadequate but very damaging the further north one goes, it will be all too easy for Network Rail or the Department for Transport to say, “Job done, we have helped there, at last” and for that to be it. It would not do anything to transform the railway.

We must also consider the interest in Crossrail 2 and suggestions that perhaps it would serve to bring people back and forth from Stansted airport. I am in favour of the regional version of Crossrail 2, because it makes sense to link at Cheshunt, bringing in to the west end people who do not necessarily want to go to the City, where Liverpool Street station is situated. But it is not helpful to have eyes diverted from the West Anglia line and suddenly say that we might start spending money on Crossrail 2. I found it extraordinary that that possibility was apparently being touted by another representative of London First in a different forum, with the suggestion to get Crossrail 2 and then four-track between Cheshunt and Broxbourne. That seemed entirely at odds with what is in the main London First report. Therefore, I am not too happy about being diverted in that direction; we need to concentrate on the main line and seek investment there.

I have been saying that the Mayor, London First and the airport activity are stirring, but, sadly, not a great deal appears to be stirring in the Department for Transport. I wish to say straight away that I am absolutely behind what is being invested in our railway network throughout the country, and I am also a strong supporter of HS2 and a great believer in the railway. As such, it is understandable, surely, that I am a great believer in the railway that serves my constituents, and that is the one that is constantly forgotten. It has been forgotten since 1985 and something has to be done to reverse that position. Our line has simply not been favoured. I accepted that it was reasonable to wait for the report by Sir Roy McNulty, but surely the lessons to be learnt from his report have been digested by now. Unfortunately, what has happened is that we have seen an extension to a franchise. There will not be a new franchise—we are not sure of what length—until 2016. The scope for continued indecision is considerable and deeply worrying, because fares will no doubt continue to rise in that time.

I say to the Minister, who I am delighted has this portfolio—he might feel slightly less delighted after my remarks—that we need more than warm words. We are looking for cast-iron assurances that the problem of the West Anglia line is understood and that something meaningful will be promised within a reasonable time. We are looking for investment in track and trains, as that is, after all, investment in people.

[Mr Mark Prisk (Hertford and Stortford) (Con)]

I repeat my view that the good people of Saffron Walden are very fortunate to have, in my right hon. Friend the Member for Saffron Walden (Sir Alan Haselhurst), an informed and persistent champion. It has been a pleasure working with him on these issues. He has taught me more about the railways than I thought that I would ever know. Indeed, there is possibly more to learn.

We are talking about a railway line that is, sadly, the Cinderella of railway services. Those of us in the northern and eastern home counties have watched other investments being made and listened to the way in which priorities have been set elsewhere. Our commuters, as my hon. Friend the Member for Harlow (Robert Halfon) rightly points out, feel that what they have seen are rising fares, falling standards, overcrowding getting worse and a sense that they are being left behind. Indeed this autumn the overcrowding has got worse. When we saw the storm, we understood the need to close the railway lines on the day. On the second and third days, our constituents found themselves not only inconvenienced but without the information they needed to make alternative arrangements. They rightly complained to us, which is why we want to challenge and speak with the Minister.

Very often, when commuters get information, it is the wrong information. The options available to those who work hard and want to get to work are immensely limited.

[Robert Halfon]

I am hugely grateful to my hon. Friend for giving way. He is also a neighbour, and I am delighted to serve alongside him. Does he not agree that it is important to invest not just in the rolling stock but in some of the smaller stations? He will know that Harlow Mill station is in bad need of refurbishment. We need to consider that, because commuters have a right to a proper station when they need to go to work.

[Mr Prisk]

My hon. Friend is absolutely right. The quality of the rolling stock, which my right hon. Friend has mentioned, is important, as are refurbishment and expansion of the railway stations and investment in track. It is that final point on which I want to focus in my brief remarks.

I strongly endorse the analysis and the solution that we have just heard from my right hon. Friend. Having looked carefully at the proposal from London First—I am the last person to want to decry positive suggestions for investment—I must warn the Minister to be careful, as it makes no sense. The good folk of Bishop’s Stortford and Sawbridgeworth ask me why they should pay good money to watch folk being whisked in to this country—they are very welcome—on a better service than that which they receive, which they actually pay for. That causes them natural concern.

There is a real danger of our being diverted, as my right hon. Friend rightly said, from the real opportunity. The core of the issue is the funnel—the last five or six miles into Liverpool Street—running back towards Tottenham Hale. If we solve that capacity issue, people in London—whom I am sure the Mayor is concerned about—Essex, Hertfordshire and Cambridgeshire will see a service that is punctual and has the capacity to deal with many of the changes in our area—an increasingly important issue, because alongside that investment is the debate about the number of additional homes that need to be built in our areas.

Sadly, we have a railway line that is recognised as having had over recent years the worst record for overcrowding of almost any railway line coming into London. With the prospect of thousands more homes, which we understand and recognise are needed where there are difficult and long council waiting lists, our constituents will rightly ask how on earth the railway line will cope and what that will mean for their ability to get to work.

The West Anglia line is a line for people in London but it is also a line for Hertfordshire, Essex and Cambridgeshire. Investment is undoubtedly overdue, but the additional housing means that it is urgent that we have some signal that we will get the investment required. Four-tracking into Liverpool Street is the key and the Minister should not be diverted or distracted by the suggestions that we might loop one town or another. That will not solve the central problem and that is the key message that I and my constituents want to send to the Department for Transport and our excellent Minister today.