Southern Railway (Performance)

Lilian Greenwood Excerpts

Wednesday 8th July 2015 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

It is always a pleasure to serve under your chairmanship, Mr Turner.

I begin by congratulating the right hon. Member for Arundel and South Downs (Nick Herbert) on securing this important debate. As we have heard in a number of powerful contributions, the declining performance of Southern is clearly a cause of major frustration and, at times, real anger for the millions of commuters and occasional travellers who rely on its services. Even after hitting ever lower ebbs, Southern’s performance has continued to deteriorate further.

The facts are stark: just 83% of trains were on time in the past year—the worst annual punctuality rate in 15 years. Only 70% of trains were on time during the morning peak, when thousands of commuters struggle to find a seat on increasingly expensive and overcrowded trains. The 6.35 am train from Caterham to London Victoria was reckoned to be one of the most overcrowded trains in the country at the time of the last surveys in 2013, with more than 200 passengers left standing. One in 20 trains were cancelled or seriously late. The operator reports some improvements in recent months, but overall, Southern missed its punctuality targets by almost 5%—the most significant gap between target and performance of any operator—which helped to trigger the regulator’s current investigation of Network Rail’s performance in 2014-15. Famously, of course, the 7.29 am train from Brighton to London Victoria did not run to time on one single day last year.

It is therefore not surprising that passenger satisfaction has fallen. As the right hon. Member for Arundel and South Downs said, overall satisfaction is down by 10% since 2010. Among commuters, less than a quarter of passengers say that they are getting value for money for their fares, which have risen by 23% on average since 2010, as my hon. Friend the Member for Dulwich and West Norwood (Helen Hayes) noted.

This is a world away from the standards that passengers expect and deserve, and we have all seen the disgraceful scenes at London Bridge station. The closure of tracks and platforms may be an unavoidable consequence of the £6.5 billion Thameslink project, but the poor management of London Bridge station and the lack of information provided to passengers during periods of disruption are inexcusable.

We also have to look at how Network Rail and the train operators work with one another. Even after it was known that tracks would be taken out of service, the decision was taken to run 22 trains an hour during the peak period. As Network Rail and Govia later admitted,

“we have discovered that this number is not feasible.”

At a time when the planning of rail projects is under intense scrutiny, it is clear that that lack of adequate preparation cannot be allowed to happen again. Network Rail and Southern have produced a recovery plan, about which I will say more later. I know that the Minister has been meeting the responsible parties, but the Government’s involvement must be judged on the results that it yields, not just the number of meetings that are held.

[Claire Perry]

As always, the shadow Minister is saying a lot of things that I entirely agree with, and I am looking forward to addressing those points. However, will she join me in condemning the rail unions, who are determined, across London and across the network, to maximise disruption at a time when we all should be working together to deliver the best possible service for our customers?

[Lilian Greenwood]

I agree that it would be very unfortunate if industrial action went ahead, because I know that it would cause extra disruption to passengers. However, as Government Members said, the way to avoid that is to get back round the negotiating table and talk about the issues at stake.

When the Minister replies today, I hope that she will give hon. Members an update on the progress that has been made against the short and medium-term goals in the recovery plan. When we look at the wider problems facing Southern, it is important to identify where responsibility lies. In spite of the best efforts of its engineering staff, Network Rail has not consistently provided reliable infrastructure services on this route over the last year, and indeed the regulator has identified Southern as a franchise where

“punctuality and reliability is below expectations”.

I note, however, that 31% of delays were attributed to the operator during the last year, so it does not escape blame. It is clearly for Southern to address issues such as the cleanliness of trains and the provision of information to passengers—including about delays, cancellations and compensation—but there are also areas in which the Government are directly accountable for the treatment of passengers. I will move on to that issue in the time remaining.

It is often asserted that Ministers exercise influence through the franchising process, but Southern will cease to function as a traditional franchise by the end of the month, when it will join Thameslink and Great Northern under a single, combined management contract. As the hon. Member for Reigate (Crispin Blunt) noted, that contract gives the Department and Ministers significant new powers over the operator, including in relation to the setting of fares. Last year, the Government confirmed their intention to remove gradually cheaper “Thameslink only” tickets on the Brighton main line from 2016. The cost difference for annual season tickets to London was as much as £664. At the time, the Minister said:

“When we move from two operators to one on the line…fares will be gradually equalised.”

Will the Minister confirm that that is still the Government’s position, and will she set out what level of fare rises commuters will face when they return to work in January? Or has the policy had to be abandoned as a consequence of the Government’s last-minute decision to adopt Labour’s policy of scrapping the unfair flex loophole?

[Claire Perry]

That you introduced—that Labour introduced.

[Lilian Greenwood]

That was introduced under privatisation.

We have heard today that compensation arrangements need to be improved. The Minister has previously indicated that she is willing to consider an automated system for awarding compensation when services are more than two minutes late. That would certainly be welcomed by passengers, but it is worrying that the introduction of such a system appears to be explicitly tied to the franchising process. Does that mean that Southern passengers could have to wait until the early 2020s, when the next franchise will be awarded, before enjoying that benefit?

Equally, the Government could take action now to require train companies to provide cash compensation, in contrast to the inflexible national rail vouchers that cannot be used online. Our understanding is that the Secretary of State could make that change by authorising a revision to the national rail conditions of carriage. Will the Minister confirm that that is the case, and if so, why that authorisation has not yet been given?

Similarly, the Minister’s colleague, the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), said that part- time season tickets—if they are ever created—will be implemented through franchise awards. Does that mean that Southern passengers could face a wait of at least six years before accessing those products, even though part-time season tickets could save some commuters hundreds of pounds a year?

Another issue, which is clearly of particular interest to a number of hon. Members, is the possible devolution of some routes to Transport for London. London Overground, as has been said today, has transformed services elsewhere in the capital, and significant investment is going into the recently devolved routes to Cheshunt, Enfield Town and Chingford. Southern’s punctuality, as my hon. Friend the Member for Dulwich and West Norwood highlighted, is poorest on its south London metro routes, so there is real interest in TfL taking over management of those services. What consideration has the Minister given to those proposals? Has she had any recent discussions with TfL on the devolution of those routes, either in whole or in part?

If Southern is to accommodate growing demand, further infrastructure improvements are likely to be necessary. The operator is running 700 more trains a day than the route carried 20 years ago, across some of the most complex and congested sections of the national rail network. There appeared to be cause for celebration in March, when the Chancellor promised

“a feasibility study into Brighton Main Line 2, speeding up journeys and relieving congestion”.

However, the Budget document itself mentioned only

“a further study into reopening the Lewes to Uckfield rail line”

and not into the whole of Brighton main line 2. Will the Minister say a bit more about whether the scope of that study will extend to the whole project or not?

I come to my final point. The recovery plan that I mentioned earlier stated that the quality of signalling equipment was

“under review, with the potential for investing in enhancements being assessed.”

However, the reality is that the status of Network Rail’s whole investment programme is now unclear and is unlikely to be clarified before the end of the year. Ultimately, better services will require investment in improved infrastructure, but Network Rail is facing enormous cost pressures on its enhancement, renewals and maintenance budgets. Will the Minister confirm today that while passengers face delayed and cancelled trains, rising fares and cramped carriages, essential measures to improve their journeys are now in jeopardy?

Tyne and Wear Metro

Lilian Greenwood Excerpts

Wednesday 1st July 2015 Westminster Hall

[Lilian Greenwood (Nottingham South) (Lab)]

It is always a pleasure to serve under your chairmanship, Mr Gray. I congratulate my hon. Friend the Member for South Shields (Mrs Lewell-Buck) on securing this important debate, and on setting out so clearly how the Metro service affects the lives of her constituents and the wider area. She has made a powerful case for investment in the north-east’s local transport infrastructure. I also welcome the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), to his place. I am sure that this will be the first of many Westminster Hall debates on light rail that he will respond to, and I wish him well in his new post.

We heard important speeches from my hon. Friends the Members for Sunderland Central (Julie Elliott) and for Houghton and Sunderland South (Bridget Phillipson), and many valuable contributions from other hon. Friends who represent Tyne and Wear constituencies. As my hon. Friend the Member for Sunderland Central said, reliable services are vital to people in her area—not only those working locally, but those connecting to inter-city rail services and flights from the airport. My hon. Friend the Member for Houghton and Sunderland South spelled out the important role that modern rolling stock can play in ensuring a punctual service, and how an expanded and integrated network could benefit businesses in her constituency. It is clear that the Tyne and Wear Metro plays a crucial role in supporting the local economy, and my hon. Friends are rightly ambitious for their region.

The existence of the Metro is a testament to the planners who, 40 years ago, had the foresight to take the run-down Tyneside Electrics network, which was ironically converted to diesel under British Rail, and transform it into the first modern light rail service in the country. It is fair to say that while the Tyne and Wear Metro owes more to conventional rail lines than most light rail networks, it pioneered the conversion of disused or underused rail lines, a practice that has been integral to the success of the Manchester Metrolink, the docklands light railway, and—I hope that I do not have to declare an interest here, Mr Gray—the Nottingham express transit system. I am sure that everyone in this House welcomes the investment in those systems in recent years.

The 2002 extension to Sunderland increased the size of the Metro network by around a third, and a £580 million funding package was awarded under the last Labour Government, with £350 million earmarked for investment and £230 million reserved for meeting running costs. It is a cause for concern that, as has been set out today, there are ongoing challenges to do with performance and the quality of services for passengers. It is certainly worrying that while tram and light rail use continues to grow in London, ridership has fallen on most systems since 2009-10, and the Tyne and Wear Metro is no exception. The network carried 40.8 million passengers five years ago, but that figure fell to 38.1 million in 2014-15, despite the fact that people who live within the Nexus passenger transport executive boundaries are more disposed to travel by light rail than those in any other area.

Of course, that decline might have something to do with worsening punctuality. As the Under-Secretary of State for Transport, the hon. Member for Devizes (Claire Perry), said in a recent written answer to my hon. Friend the Member for South Shields, punctuality declined from 87% in 2010-11 to just 80% in 2014-15. Although the Metro is not included in Passenger Transport’s recent passenger satisfaction surveys, according to information collected as a condition of the operator’s concession agreement, passenger satisfaction is also below target, and of course that was borne out in my hon. Friends’ comments today. Passengers deserve better, and I look forward to hearing the Minister’s response to the points ably put my hon. Friend the Member for South Shields and our colleagues.

The Metro network’s ageing rolling stock undoubtedly plays a part in those reduced passenger satisfaction ratings, and as my hon. Friends have said, it also impacts on the Metro’s operating performance. As was said, the Metro’s vehicles date from the 1970s and the early 1980s; they are as old as the system itself, and Nexus regards their replacement as “essential”. When the Minister responds to the debate, will he say what progress has been made in the Department’s discussions with Nexus on this point, and what options are available to the Department to support the procurement of new vehicles?

In addition to answering my hon. Friends’ questions, I would be grateful if the Minister could say a few words about the potential for integrating Metro and bus services. My hon. Friend the Member for Houghton and Sunderland South raised that point, and she has been a powerful advocate for the importance of integrated transport, and particularly the importance of improving bus services in the Tyne and Wear area.

During the 1970s and through to the mid-1980s, Tyne and Wear was well known—both locally, and in public transport enthusiasts’ circles—for its highly integrated ticketing system. Sadly, those arrangements were mostly lost following the deregulation of bus services from 1986 onwards. Does the Minister agree that local authorities should have the power to integrate timetables and ticketing over different modes to improve services for passengers, however that integration is delivered, and that tendering for bus services is an important tool that should be available to local authorities and passenger transport executives? In addition, does he agree that more co-ordinated bus and metro services might increase passenger satisfaction on both modes of transport? Finally, can he explain why, according to reports, there will be a disparity in the forthcoming buses Bill between the powers given to areas that have metro mayors and those that do not, and will he say when that Bill will be published?

This has been a valuable debate. My hon. Friend the Member for South Shields has made a number of important points on behalf of passengers in her constituency, and they have been taken up by hon. Friends from across the wider Tyne and Wear area. I look forward to hearing the Minister’s response to all the questions that have been put; I hope that he will address them in full.

--- Later in debate ---

[Andrew Jones]

That may be so, but you, Mr Gray, will firmly consider it to be the north. I am sure there is no disagreement that we need a better deal for the north, and I am confident that that is exactly what we can get.

[Lilian Greenwood]

Some Opposition Members may be somewhat surprised to hear how the Minister speaks about the northern powerhouse when only last week the Government paused important investment in the north. That is precisely the sort of stop-start approach that he decries.

[Mr James Gray (in the Chair)]

Order. I think comments should perhaps be in the context of the performance of the Tyne and Wear Metro.

High Speed Rail (London – West Midlands) Bill: Instruction (No. 3)

Lilian Greenwood Excerpts

Tuesday 23rd June 2015 Commons Chamber

[Lilian Greenwood (Nottingham South) (Lab)]

I am glad that we are holding this HS2 debate on national women in engineering day. I am sure the whole House would agree that the Government’s investment in rail must be used to encourage more women to take up careers in engineering and in the rail industry.

I welcome the Minister back to his place. I had, of course, hoped to be speaking from his side of the House after the election. I was relishing the possibility of taking ministerial responsibility for the content of each and every one of the Bill’s 50,000 pages, but I reassure the House that the Opposition will continue to subject the Government’s delivery of this important project to close scrutiny.

I want to express our gratitude for the work undertaken by the Bill’s Select Committee, including the Clerks of the Committee, my hon. Friends the Members for Gateshead (Ian Mearns) and for Bolton South East (Yasmin Qureshi), the hon. Members for Poole (Mr Syms), for Worthing West (Sir Peter Bottomley) and for North West Norfolk (Mr Bellingham), and Mike Thornton, the former Member for Eastleigh. I am sure the whole House will want to place on record its appreciation of the time and effort spent by residents and other affected parties who appeared before the Committee, and to thank the outside bodies and Members of this House who provided support to petitioning.

[Mr Jim Cunningham (Coventry South) (Lab)]

I would like to put on the record my appreciation for the Select Committee, which visited some of the problem areas that we have in Coventry and also visited those people the wrong side of the dividing line who would not qualify for compensation. I hope that the Committee, the Minister and the Secretary of State will remember that a lot of people’s livelihoods depend on this, and their property has been rendered valueless.

--- Later in debate ---

[Lilian Greenwood]

My hon. Friend is right to highlight the importance of the Committee’s going to visit those places most affected by the route and listening to the concerns expressed.

I know that the constituencies of several Members on both sides of the House are affected by these changes, and they will want to press the Minister on matters of detail, so I shall keep my remarks brief.

The Opposition support HS2 because we believe that it is the right project to address chronic capacity shortfalls on the rail network as well as historically inadequate connections between the cities of the north and the midlands. Those arguments were covered in detail in the House, not least on Second Reading, when the House endorsed the principle of building an initial route between London and Birmingham, so I do not propose to repeat them here. However, I will say that, although HS2 has provoked passionate debate, both sides have always accepted that the project’s design could be improved as the route is refined.

Many of these revisions are undoubtedly positive, and the campaigners who secured changes, such as the reconfiguration of the route at the point it crosses the A38, deserve great credit. That is why the Opposition will not seek to obstruct this motion. Those changes will reduce planning blight for petitioners and provide some measure of certainty to many of those who live along the route. However, I know that a number of right hon. and hon. Members have concerns about these changes, including the relocation of the Heathrow Express depot, and I will make way for them shortly. Before doing so, I would like to put a few questions to the Minister.

I welcome the Minister’s clarification of when the petitioning period will end, but can he say why the information was not included in the Department’s press release, where arguably it would have been seen by more people? Does he accept that the maps published in his explanatory information document do not provide clear information on a number of issues that might be of interest to residents, such as the elevation of new structures or the net land-take of those changes? Will he give an undertaking that any petitioners or Members of the House who request that information will receive it?

As the Minister will be aware, the Bill’s Select Committee has said:

“We have heard that HS2 Limited’s record on engagement has been poor.”

The Department has said that HS2 Ltd is being more timely in its dealings with petitioners who are due to appear before the Committee in June and July. Can he assure the House that that is not simply a case of officials catching up during Dissolution and that engagement between HS2 Ltd and petitioners will be improved permanently? That is of particular concern to those areas at the southern end of the route. In that regard, can he confirm that he expects to bring forward additional provision to cover Euston station later this year? Can he indicate when exactly those changes will be brought forward?

[Michael Fabricant]

The hon. Lady will recall that the former Member for Holborn and St Pancras, who was a doughty campaigner against HS2, had particular concerns about Euston. Has she given any consideration to the Mayor of London’s comment that, even if the changes can be made at Euston, it will be extremely difficult to get people on to London transport—

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

Order. I think that I might be able to help. This motion does not relate to Euston, so we do not need to go into that now.

[Lilian Greenwood]

I will take your direction, Mr Deputy Speaker, but there are undoubtedly issues to be tackled at Euston. Three times now the residents of Camden have been presented with different plans for Euston station, with all the uncertainty that brings. Their treatment has clearly been inadequate, and I urge the Minister to shed a little light on when we can expect those additional provisions—I hope that I am still in order, Mr Deputy Speaker.

Does the Minister agree that it is unacceptable that a number of my hon. Friends have not been informed of the fact that the additional provisions would affect their constituencies? I know from discussions with a number of Members that they have had no communication from HS2 Ltd, or indeed from the Department, and consequently have had only one day’s notice that the changes are being debated. I know that the changes are a cause of concern to a number of hon. Friends. That situation is unacceptable, so I hope that the Minister will take it up with officials. The situation must not be repeated when further additional provisions are brought before the House.

[Mr Goodwill]

We are not debating the provisions; we are debating the fact that the Select Committee can receive petitions and consider the changes. We are not debating the provisions at this point.

[Lilian Greenwood]

I thank the Minister for his intervention, but this is clearly an opportunity for right hon. and hon. Members who wish to make comments on behalf of their constituents to do so. It is only right that people are aware of the provisions that are being introduced and debated in this House. They will question what the value of these exchanges is if we do not raise concerns on behalf of our constituents.

I seek an assurance from the Minister that, when the Committee has issued an instruction regarding a particular section of the route, it will be acted on accordingly. This is a matter of particular concern in the constituency of my right hon. Friend the Member for Birmingham, Hodge Hill (Liam Byrne). I would welcome a commitment that today’s additional provision does not represent an end to the question of land-take at the Washwood Heath site, and that a mutually agreed solution will still be sought with the site’s owners.

Residents face a plethora of compensation schemes, some of which have been withdrawn, while awareness of others appears to be low. As the HS2 residents commissioner has said:

“It is vital that those who are eligible for the Government’s property compensation and assistance schemes get clear information and know what they are entitled to.”

Will the Minister take steps to clarify what support is available to residents, including those who live outside the rural support zone? This applies particularly to the concerns raised by my hon. Friend the Member for Ealing Central and Acton (Dr Huq).

[Dr Huq]

Does my hon. Friend agree that the residents of Wells House Road and Midland Terrace should be entitled to parity with people further up the line in rural areas? It should not be a case of special treatment for people in the Tory shires.

[Lilian Greenwood]

It is vital that the Minister and HS2 Ltd set out precisely the implications for the roads affected in my hon. Friend’s constituency and the compensation that residents are entitled to. It is vital that those who live in the streets next to Old Oak Common, and other urban areas, are treated fairly. Perhaps the Minister will agree to meet her to ensure that she understands those implications.

[Mr Jim Cunningham]

As I said, and I hope my hon. Friend agrees, Ministers should look again at the compensation package. I have constituents who will not get a penny out of this. In particular, it lowers the value of their housing. They are just outside the catchment area and have been treated very unfairly; they cannot qualify for compensation from anybody.

[Mr Deputy Speaker (Mr Lindsay Hoyle)]

Order. We are straying outside the area of discussion, which is very tight. There are MPs who want to discuss areas of theirs that are affected. I want to be as generous as I can, but it would be wrong of me to allow us to move into areas that are not for discussion today.

[Lilian Greenwood]

Thank you, Mr Deputy Speaker, and I thank my hon. Friend for his comments.

The Committee rightly acknowledged that decisions made on compensation for phase 1 may have consequences for the compensation arrangements for phase 2. The Government’s delay in finalising the route for phase 2 is causing planning blight. In the Committee’s words, “the incoming Administration”—it was speaking in March—

“should make an early decision on whether to proceed with Phase Two and, if it decides to proceed, quickly finalise the Phase Two route.”

That was two months ago. Will the Minister explain why a decision on phase 2 has been delayed, and will he commit to making a final decision by the end of the year?

We welcome the opportunity that the additional provision mechanism offers to refine the route, but as we look to the Government’s record it is difficult to resist a verdict of “Must do better.” Labour Members continue to support this important project and will continue to subject the Bill to line-by-line scrutiny when it enters Committee.

--- Later in debate ---

[Mr Goodwill]

I absolutely understand that this scheme should neither confound some of our other rail plans on western access, nor confound plans for highways improvement. I am therefore more than happy to meet my right hon. and learned Friend to get my head around these issues in particular.

The motion introduces changes to address issues that have been raised. It will put these proposals under the scrutiny of the Committee, and I am sure the House will be delighted to approve it.

[Lilian Greenwood]

Before the Minister finishes, will he clarify when he expects to introduce the additional provisions relating to Euston and when the Government expect to confirm the line of route for phase 2?

[Mr Goodwill]

We expect to bring forward provisions for Euston later this year. I am working actively with officials from HS2 to ensure that we are in a position to introduce a proposal that will address some of the problems, particularly the issues about continuing to use that station for the west coast main line at the same time as construction is taking place. I will certainly give the hon. Lady some more information on the other point she raises when appropriate.

I commend the motion to the House and I hope the House will approve it.

Question put and agreed to.

Ordered,

That it be a further Instruction to the Select Committee to which the High Speed Rail (London - West Midlands) Bill is committed–

(1) that the Select Committee have power to consider–

(a) amendments relating to the vertical and horizontal alignment of the proposed railway in the vicinity of the A38 and Trent and Mersey Canal in the parishes of Fradley and Streethay, King’s Bromley and Whittington in the County of Staffordshire;

(b) amendments conferring additional power to carry out works in the Borough of Slough and in the parish of Iver in the County of Buckinghamshire for the purpose of providing a new Heathrow Express depot in the Borough of Slough (to the north east of Langley railway station), in consequence of the displacement of the existing depot because of the exercise of powers conferred by the Bill;

(c) amendments conferring additional power to provide sidings for Crossrail services at Old Oak Common in the London Boroughs of Ealing and Hammersmith and Fulham that could be extended in the future to create a connection between the West Coast Main Line Railway and the Great Western Main Line;

(d) amendments to accommodate the requirements of landowners and occupiers in

i. the London Boroughs of Brent and Ealing;

ii. the parishes of Barton Hartshorn, Calvert Green, Chetwode, Great Missenden, Grendon Underwood, Little Missenden, Preston Bissett, The Lee and Twyford in the County of Buckinghamshire;

iii. the parishes of Godington and Mixbury in the County of Oxfordshire;

iv. the parishes of Aston-le-Walls, Boddington, Chipping Warden and Edgcote, Greatworth, Radstone, Thorpe Mandeville and Whitfield in the County of Northamptonshire;

v. the parishes of Burton Green, Coleshill, Curdworth, Kenilworth, Ladbroke, Lea Marston, Middleton, Offchurch, Southam, Stoneleigh, Stoneton, Wishaw and Moxhull and Wormleighton in the County of Warwickshire;

vi. the parishes of Armitage with Handsacre, Drayton Bassett, Hints with Canwell, King’s Bromley, Swinfen and Packington and Whittington in the County of Staffordshire;

vii. the parishes of Balsall, Berkswell, Chelmsley Wood and Hampton-in Arden in the Metropolitan Borough of Solihull; and

viii. the City of Birmingham;

(e) amendments to accommodate changes to the design of the works authorised by the Bill in:

i. the London Boroughs of Ealing, Hammersmith and Fulham and Hillingdon and the Royal Borough of Kensington & Chelsea;

ii. the District of Three Rivers in the County of Hertfordshire;

iii. the parishes of Chetwode, Denham, Ellesborough, Great Missenden, Grendon Underwood, Little Missenden, Preston Bissett, Quainton, Steeple Claydon, Stoke Mandeville, Turweston, Twyford and Wendover in the County of Buckinghamshire;

iv. the parishes of Godington and Mixbury in the County of Oxfordshire;

v. the parishes of Aston-le-Walls, Boddington, Greatworth, Marston St Lawrence, Radstone and Thorpe Mandeville in the County of Northamptonshire;

vi. the parishes of Coleshill, Curdworth, Kingsbury, Lea Marston, Middleton, Offchurch, Radbourne and Stoneleigh in the County of Warwickshire;

vii. the parishes of Colwich, Drayton Bassett, Fradley and Streethay, Hints with Canwell, King’s Bromley, Swinfen and Packington and Weeford in the County of Staffordshire;

viii. the parishes of Berkswell and Bickenhill in the Metropolitan Borough of Solihull;

ix. the City of Birmingham;

(f) amendments to the definition of “deposited statement” in clause 63(1) of the Bill to refer to supplementary environmental information provided in relation to matters which do not require an extension of the powers of the Bill to construct works or acquire land;

(g) amendments for purposes connected with any of the matters mentioned in subparagraphs (a) to (f);

(2) that any petition against amendments to the Bill which the Select Committee is empowered to make shall be referred to the Select Committee if–

(a) the petition is presented by being deposited in the Private Bill Office not later than the end of the period of four weeks beginning with the day on which the first newspaper notice of the amendments was published, and

(b) the petition is one in which the petitioners pray to be heard by themselves or through counsel or agents.

That these Orders be Standing Orders of the House.

Oral Answers to Questions

Lilian Greenwood Excerpts

Thursday 11th June 2015 Commons Chamber

[Mr McLoughlin]

I shall be happy to look into the matter, but I welcome the fact that the new franchise on the east coast is producing some remarkable new services, which will benefit towns that have not had rail services for some 50 years.

[Lilian Greenwood (Nottingham South) (Lab)]

London Overground and Merseyrail have transformed stations and services that were unreliable and unsafe under the previous franchise holders. In stark contrast, the recent performance of franchise-holders such as Southeastern has been woeful on lines that Ministers had considered devolving to Transport for London before rejecting the plan. Notwithstanding the rhetoric on devolution, the reality is that progress has been as slow and inconsistent as commuters’ early morning trains.

There is a real appetite for taking on more services in the north, the west midlands and elsewhere. Is it not time to get on with that, rather than sticking with franchises that are failing passengers?

[Mr McLoughlin]

In 13 years, there was no devolution of rail services. We have done more to devolve rail services in five years than the last Government even considered possible, and I am very proud of that.