First Capital Connect (Hertford Loop)

Debate between Mark Prisk and Lilian Greenwood

Tuesday 28th January 2014 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

It is a pleasure to serve under your chairmanship, Dr McCrea. I congratulate the hon. Member for Enfield North (Nick de Bois) on securing this important debate. Many of the concerns that he raised—overcrowded, uncomfortable trains, frequent cancellations and inadequate customer services—will be familiar to commuters throughout the country, but there are clearly particular challenges on the Hertford loop line. I listened carefully to the examples that the hon. Gentleman and other hon. Members gave of recent disruption on the line. Passengers undoubtedly expect better, and it is clear that action by Network Rail and First Capital Connect is needed.

Network Rail is responsible for maintaining and improving the line, but train operators also have an important role in managing disruption, providing public information and passing compensation on to passengers. Today’s debate has raised concerns over how well that relationship functions. Several hon. Members have highlighted the vital importance of the way in which operators deal with delays, especially when infrastructure leads to unavoidable disruption. The disruption on the line has affected passengers acutely, because by London standards people in the borough of Enfield are unusually dependent on national rail services. The unacceptable performances of recent months have thrown the quality of those services into sharp focus, and we can all understand commuters’ anger at the frequent disruption, especially against a backdrop of rising fares.

Regulated fares have risen by 20% since the election, and there have been much higher rises in some unregulated fares, but commuters on the First Capital Connect franchise have had to endure some of the worst punctuality figures in the country. Perhaps unsurprisingly, passengers report some of the lowest satisfaction rates. Between 8 December and 4 January just 74% of trains on the Great Northern routes arrived on time. The hon. Member for Enfield North highlighted periods of even lower punctuality. That is not to underestimate the challenges that Network Rail and operators face in running busy London commuter services, or the pressures on the local infrastructure and the rolling stock, some of which, as has been mentioned, is decades old; but as hon. Members have made clear today, passengers have, over the past three months in particular, had to endure an unacceptable standard of service.

Given the level of investment that is due to go into the part of the commuter network in question, it is easy to understand why the Government have opted for a management-style contract for the combined Thameslink, Southern and Great Northern franchise. However, that means that Ministers must take a greater degree of responsibility. Perhaps the Minister will outline how he expects that new approach to contracting to work in practice. How will the reclassification of Network Rail affect things? Will the reclassification make it possible to get more co-ordination between the infrastructure manager and passenger operators with a management-style contract? There are opportunities to deliver more frequent or otherwise improved timetables as part of the new franchise; that will be made possible by the infrastructure improvements.

A peculiar feature of the line is the southbound destination: most services terminate at Moorgate during the week, but there are exceptions, such as evening and very early trains, which are diverted to King’s Cross.

I hope that the Minister acknowledges that there are issues that will not be resolved by the franchising process, including the rolling stock used on the line. The hon. Member for Stevenage (Stephen McPartland) mentioned the class 313s, which are among the oldest trains still in regular commercial use. If they are still in use when the new contract ends in 2021, some of those units will be 45 years old. I understand that there are particular challenges, as trains on that route have to operate with both overhead and third rail electrification systems, but even in the light of that restraint we need to know what the Department is planning for the future. What assessment has the Minister made of the long-term viability of these trains?

It would also be good to have the Minister’s comments on the record about the long-term management of the lines. The West Anglia lines, including the route to Enfield Town, mentioned earlier, are due to transfer from the Greater Anglia franchise next year. I am sure that passengers hope that London Overground will deliver the same benefits it brought to other areas that were previously managed by Silverlink, namely investment in the trains, improvements to stations and increased staff presence. That approach has resulted in much improved passenger satisfaction, delivered integration with other Transport for London services and increased revenue.

The Campaign for Better Transport has said that passenger services have

“improved significantly since the previous arrangements”

and station standards have

“sharply improved…from the Silverlink days.”

Even the most significant customer service improvement in recent years—the introduction of Oyster cards on suburban rail routes—was driven by Transport for London, although rail operators have been the main beneficiary of the additional revenue that has been generated.

Transport for London previously expressed an interest in running the Hertford loop line, which in theory could happen when the combined Thameslink, Southern and Great Northern franchise expires in 2021. Given the success of London Overground, any such proposals deserve to be taken seriously. What discussions has the Minister had with TfL on the possibility of any future devolution of the Hertford loop line, either in whole or in part? Although that is a long-term question, which will surely be revisited, the point it underlines is that there are alternative models for operating services, which we should consider.

[Mr Prisk]

As the Member for Hertford and Stortford, I caution the hon. Lady slightly. I wonder whether she is aware that there is a danger that services could be improved for those within the M25, with money being spent on carriages there, not for my constituents. Does she agree that, where improvements are made and provision is offered, all the passengers along that line should benefit, not just some?

[Lilian Greenwood]

I agree that that danger could present itself, if there is devolution of only part of the route. It is important that we understand whether the Minister is considering devolution and, if so, how protection would be put in place in respect of such issues. I understand why the hon. Gentleman expresses concerns on behalf of his constituents.

The Hertford loop is a branch of the east coast main line. Of course, hon. Members’ constituents have the option of catching a direct train to Stevenage, unless they are already there, where they can change on to InterCity East Coast services. As a key transport artery, we have to look at the east coast main line’s inter-city services and how they relate to First Capital Connect’s commuter provision, just as we look at improvements to the Hertford loop in the context of the wider Thameslink programme. In recent years, the quality gap between inter-city and commuter services on the east coast main line has widened, but instead of concentrating on bringing the local trains up to standard, the Government are committed to abolishing the successful long-distance operator.

East Coast has gone from strength to strength since the last private operator failed in 2009. Record passenger satisfaction and punctuality ratings have been achieved and all profits are reinvested in the service. However, if the Government’s privatisation goes ahead, that money would be split with shareholders instead. By the time the Government expect the new franchise to start, almost £1 billion will have been returned to the Treasury in premium payments.

This year, East Coast has raised fares by an average of 1.2%, a real-terms cut, at a time when commuters across the country are having to budget for fare rises of more than double the rate of inflation. This decision was a welcome relief for passengers up and down the line, including those who change on to East Coast services from north London and Hertfordshire, but it underlined the absurdity of the Government’s drive towards privatisation, which seems born out of a desire to end this successful alternative to franchising before the election. It certainly does not seem to relate to the passenger power that the hon. Member for Hertford and Stortford wants.

It is nonsense that the current successful operator has been barred from bidding for ideological reasons, but Eurostar East Coast, which is ultimately owned by the French and British Governments, has been shortlisted. The refranchising budget runs to £6 million. In the light of today’s discussions, it is disgraceful that Ministers are wasting Government time and taxpayers’ money on this unneeded, unwanted and wasteful privatisation, instead of getting to grips with the cost of living crisis and addressing problems on routes such as the Hertford loop.

Oral Answers to Questions

Debate between Mark Prisk and Lilian Greenwood

Thursday 2nd February 2012 Commons Chamber

[Mr Prisk]

I do not wish to prejudice the case Newcastle has put forward as one of the applicants. All I will say is that we will look at the points the hon. Lady has raised as part of the criteria for all applicants, and make sure that we can get a decision out by the end of the month.

[Lilian Greenwood (Nottingham South) (Lab)]

11. What recent assessment he has made of prospects for economic growth and their effect on business confidence.

Oral Answers to Questions

Debate between Mark Prisk and Lilian Greenwood

Thursday 18th November 2010 Commons Chamber

[Mr Prisk]

As the hon. Gentleman knows all too well, the White Paper sets out a clear, sensible path for the transfer of assets, and liabilities, from the RDAs. Such transfers might in part be to the local enterprise partnerships, where they exist, and in other parts they might not. I suggest that the hon. Gentleman needs to look more closely at the White Paper; the process is crystal clear.

[Lilian Greenwood (Nottingham South) (Lab)]

9. What steps he is taking to increase lending to small businesses.

[Natascha Engel (North East Derbyshire) (Lab)]

13. What steps he is taking to increase lending to small businesses.

[The Minister of State, Department for Business, Innovation and Skills (Mr Mark Prisk)]

The latest official information shows that more than two thirds of loan applications from small firms are approved. However, the Government are determined to press the banks to ensure that creditworthy businesses have the finance that they need. Among the actions that we are taking are enforcing lending codes, improving customer information and extending the enterprise finance guarantee.

[Lilian Greenwood]

I thank the Minister for his response. Last week I met the Nottinghamshire and Derbyshire Federation of Small Businesses, which was extremely disappointed that the Government had ditched our plans for a Post Office bank. That would not only have provided small businesses with an alternative source of lending, but helped to sustain the post office network that so many of them rely on. I heard what the Under-Secretary of State, the hon. Member for Kingston and Surbiton (Mr Davey), said earlier in response to my hon. Friend the Member for Kilmarnock and Loudoun (Cathy Jamieson), but will Ministers think again?

[Mr Prisk]

With due respect, the hon. Lady forgets that the banks and the community development finance institutions are a crucial part of this discussion. If the FSB in her area wishes to make representations, I would encourage it, with her support, to do so.

Oral Answers to Questions

Debate between Mark Prisk and Lilian Greenwood

Thursday 14th October 2010 Commons Chamber

[Mr Prisk]

The key to changing the system is to ensure that we open up the contracts. That is why we have already started to publish those contracts online, so that every business, large or small, can see what is on offer. Then we need to remove the barriers that exist, which is why we are tackling things such as the repeated pre-qualifications that are necessary for the same work in neighbouring areas. Removing those barriers, opening up the contracts—that is how we are going to hit the targets.

[Lilian Greenwood (Nottingham South) (Lab)]

Yesterday I spoke to Dr Paul Greatrix, registrar of the university of Nottingham. He described the Government’s immigration cap as wrong-headed and perverse, because it will hamper the free trade in ideas and prevent our world-class international university from recruiting the brightest and best minds to join its highly skilled research team. What will the Minister do to ensure that our university’s excellent reputation is maintained?