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Crispin Blunt
My hon. Friend points out that they stand on the line. My constituents are at the point of the service where, if they are taking a busy train—a quarter of which have been cancelled because of the London Bridge upgrade—and trying to get on at Redhill, which is a significantly longer journey than for the constituents of the hon. Member for Dulwich and West Norwood, the prospect of getting a seat is close to zero. At times, the prospect of getting on the train at all is now in doubt. Hon. Friends from further up the line will no doubt have more to say about the fact that they cannot even get on the trains because they are so crowded.
I stood for re-election in Reigate on a pledge to campaign for fair fares and compensation for rail users. It was a central part of my election campaign. I went to every single station to make the point about the campaign for fair fares and to meet the people getting on trains at 6 o’clock in the morning. There is no point in going at 7 o’clock, because it is far too busy, so people’s days have been extended because of Southern’s diabolical performance levels, combined with those of Network Rail and the botched implementation of the upgrade at London Bridge.
I want to focus on the milking of my constituents as cash cows for the system. Ours is a so-called negative subsidy area, so the people I represent pay not only for the rail service that they get, but for the rail service in the rest of the country. That adds insult to injury. For example, a Redhill annual season ticket holder who also buys zone 1 to 6 travel in London will pay £1,088 more than someone travelling from Coulsdon South, two stops up the line. Passengers from other stations outside zone 6, such as Dorking, Oxted, East Grinstead and Three Bridges, who have a greater or similar length of rail journey into London, pay less for the service.
Southern has enjoyed the second highest income among train operators, and unlike many other companies it has not received funding from the Government, because it is a negative subsidy area. There is a change to the franchise coming, with Govia Thameslink taking over the management of the contract from 26 July. From that point, unhappily for the Minister and her accountability, the Department for Transport will take the fare box. I strongly appreciate her moves to convene the rail bosses and oversee the implementation of a performance improvement plan, but I am afraid I have to put her on notice that we will expect a meaningful level of effort now that she is effectively taking responsibility, so that commuters will be given a decent level of compensation to take account of the deteriorated services until the London Bridge works are completed in 2018.
The opportunity for my constituents comes with the extension of Oyster to Gatwick, which is part of the requirement of the new franchise. Transport for London has been ready to roll that out for ages, but it is being blocked by the Department for Transport while it and Southern sort out their fare arrangements.
The Parliamentary Under-Secretary of State for Transport (Claire Perry)
indicated dissent.
Crispin Blunt
The Minister is now shaking her head, so I am delighted that she will be pushing Southern and Govia to deliver that instantly. Will she intervene so that the Oyster roll-out can go ahead as soon as possible?
Will the Minister also take the necessary steps to extend TFL zone 6 to Reigate, Redhill, Merstham, Earlswood and Salfords, and out to Gatwick, until the London Bridge works have finished? At this point I declare my interest as a commuter from Horley who, along with the people I represent, would benefit. Some 2,000 people have signed the Reigate, Redhill and District Rail Users Association petition to the Secretary of State calling for zone 6 to be extended as a fair and proper reflection of the poorer service. That zoning could then be reassessed once the London Bridge works are complete in 2018. I look forward to a one-on-one meeting with the Minister to discuss that further.
Finally, I turn to the issue of compensation for delay, which my right hon. Friend the Member for Arundel and South Downs touched on. DelayRepay.net estimates that if compensation were properly claimed, 15% would go back to customers in the form of money reclaimed. That is using a service level whereby a train has to be 30 minutes late for someone to be able to claim, and a 30-minute delay on a 30-minute journey is a pretty shocking level of performance. A 15% reduction would be a return to customers of more than £500 on their season ticket.
If I understand the Minister’s private views correctly, she, too, cannot see why customers have to be put through the hoops that they are put through by some of the companies to claim compensation money. It must be possible to make things far more automated—indeed, from her briefings, I know that that is the case in other parts of the country. It is technically possible to use Network Rail data to allow passengers to enter their journey details and to receive the compensation that they are owed. Compensation could even be paid out automatically to those with a contactless card. Has she considered requiring the train operating companies to tender for the technologies available to put that into practice? Will she introduce phased compensation for journeys delayed by more than two minutes, as the data and the technology would now permit?
Southern’s performance, and therefore the Minister’s revenue when she takes responsibility from 26 July, will be a significant problem for her and the Department given that more than half of trains are late. I recognise that, but it is right that such an incentive is placed on her, so that she can then place it on the rail operating company. The incentive will be to ensure performance levels that secure for the Department for Transport the revenues that it deserves from customers, not the revenue that it can rake in as a monopoly supplier when people have absolutely no choice about how they travel to work.
Passengers using the trains in my constituency are at the end of their tether. I look forward to hearing from the Minister about the actions that she will take to turn that appalling state of affairs around and to ensure that customers pay a fair fare for the service that they receive, which is definitely not the case today.
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?
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?
The Parliamentary Under-Secretary of State for Transport (Claire Perry)
It is a pleasure to serve under your chairmanship, Mr Turner, and I am sorry that the hon. Member for Nottingham South (Lilian Greenwood) did not adhere to the four-minute rule. I appreciate that she raised a lot of points, many of which I may not be able to answer, but I will write to everyone whose questions I do not cover today.
I congratulate my right hon. Friend the Member for Arundel and South Downs (Nick Herbert) on securing the debate. Many people in the Chamber have either been, or have replaced, Members of Parliament who are absolutely assiduous and dogged in their pursuit of a better transport system. It really shows—I extend this point to the shadow Minister as well—the importance that we now place on our national, local and regional transport infrastructure not only as an absolute agent of economic growth, but as an agent of human happiness. I was struck by the point made by the hon. Member for Dulwich and West Norwood (Helen Hayes), and I entirely agree. The worst thing about the whole situation would be to be that mother or father trying to get home to pick up their children from childcare, and month after month, week after week, day after day, being unable to say what time you will get home. That is an unacceptable burden on working families.
Sorting out the route will deliver potentially the biggest productivity gain in the UK. The Southern route carries the second highest number of passengers. It is the biggest franchise: it will, as my hon. Friends pointed out, be merging into the GTR franchise at the end of the month. It has some of the oldest and most complicated track layout in the country—there is a reason why the upgrade works have not been done by successive Governments. Some of the track is 176 years old. Doing this work is like doing open-heart surgery on a marathon runner. It creates delay, and misery when that delay becomes too great. There are serious lessons for the railway industry to learn about how works are done. Is it right to keep stations open and running, or is it better to use a blockade and have all the pain at once? Those are very important questions and challenges for the industry.
The work on the route is one of the largest investment programmes in the UK, and it is contributing to the problem—it is not the sole cause. It is not just about London Bridge station. There is the new station at Blackfriars, which has a wonderful layout and has added new capacity into the system. There is the introduction of new trains, which has started to happen on the route that my right hon. Friend the Member for Arundel and South Downs mentioned. I know that he has seen the 387s already introduced, but equally the class 700s that come in will double the number of people who can be brought into London during peak commuting hours. So much is going on, but it is true that performance is often unacceptable and sometimes inexcusable.
My hon. Friend the Member for Bexhill and Battle (Huw Merriman) made the point that the majority of the time—I have the latest right-time performance figures—the trains are on time. It is not all doom and gloom, but we have got to a situation in which passengers have lost their trust in the operator and front-line staff have been left to deal with some unacceptable delay incidents themselves. It is not fun to work at London Bridge and not have the tools and information; to want to help deliver better performance for customers but be unable to do so; and to be spat at and abused. We should recognise that behind all these problems are often good people trying to do their best but lacking the tools to do so. I wanted to say a bit about that.
I have heard consistent themes in the debate, which I will try to address today. I am referring to reliability of service, communication and compensation. The reason why it is so important to get this right is that the Government have an unprecedented investment plan for transport infrastructure over the next five years. It is not jam tomorrow; the new stations and new trains will be delivered. I say to the hon. Member for Nottingham South that it is churlish to suggest that Network Rail’s £38 billion investment programme is in jeopardy. The only part of the programme that has been paused is the electrification programme. All the rest of the works are proceeding as scheduled, and quite right too.
Demand has increased by more than 60% in this part of the country, and of course passengers have expectations of a better service now. People do not want to be shuffled around and not given information. I think that one of my hon. Friends said that the guard had less information than he did, because he was able to dial into social media applications.
There have already been some improvements on this line. I know that hon. Members mentioned this. We have started to see a slow uptick in the various performance measures, whether public performance measures or right-time performance measures. We have seen driver recruitment increase. One big challenge for Southern was that it did not take on enough drivers when it took on the franchise. Its driver recruitment plans are now running ahead of where it wanted to be. It is losing drivers as other parts of the network grow, but it is recruiting. It is 50% ahead of plan, and training is proceeding apace. That is incredibly important.
Jeremy Quin (Horsham) (Con)
My hon. Friend the Minister talks about the investment programme over the next five years. My commuters from Horsham and elsewhere are already focusing on the control period beginning in 2019 and the pinch points in Clapham and elsewhere. I hope that we will continue to have investment flowing in the next control period as well. I am not asking the Minister to commit herself completely right now on what will be going on in 2019—other events this afternoon will determine that—but I hope that that will remain a priority.
Claire Perry
I appreciate my hon. Friend’s comment. I think that on the day of the Budget, it would be a foolish Minister who committed to longer-term spending, but my hon. Friend has my assurance that I will listen to him and his constituents on this important matter.
I thank my right hon. Friend the Member for Arundel and South Downs for his kind comments about my involvement. I think the hon. Member for Nottingham South is possibly the only member of the shadow Transport team who is actually interested in transport. She shows up at every debate; her boss is too busy running various leadership campaigns. She knows the issues on the railways well, and I look forward to continuing to work productively with her, but this is not about the Department getting involved and Ministers trying to drive change. As has been said today, what we want is the industry to be able to do this itself, so what are the levers that we need to use?
It is reassuring, I am sure, for hon. Members to know that the chief executive of Network Rail, when he gave a presentation to the Department for Transport board, said that the recovery of the area of the country that we are debating was one of his top five priorities for this year. It is obvious to everyone that the system is creating millions of hours of misery for millions of people in one of the fastest-growing areas of the country. That is simply unacceptable, and it is not good enough to have one-off interventions, despite the fact that we have unprecedented levels of work going on. The industry has to learn how to do things differently. The challenge, in thinking about Euston, High Speed 2 and connectivity into London, is to learn the lessons now to ensure that mistakes are not repeated.
I think the hon. Member for Dulwich and West Norwood may have made a point about the existence of current passengers not being valued enough in the overall process. I cannot remember whether it was her, but that point came from the Opposition Benches. I agree. Understanding what matters to people now is crucial, so let me outline some of the things that are happening and will happen. I invite my hon. Friends to be part of the process.
The merger is happening, and that will bring in a raft of new performance measures that will hold to account those responsible a fair amount. Hon. Members may know that the franchise is currently in breach of some of its performance measures, and there has been a conversation with the Department about the implications of that. Performance improvement plans were presented back in the spring—I know that hon. Members saw them—and are already starting to be implemented. That is driving the slow and steady improvement in performance.
Beyond that, there are three main problems. The first is that delivering the London Bridge improvement programme will not solve all the problems on the lines in question, particularly the Brighton main line. The second is that although the public performance measure is improving, recovery from delays and the volatility of the service remain real challenges. As was mentioned by the hon. Member for Brighton, Pavilion (Caroline Lucas), who is no longer in her place, some trains are always late, and that is simply not good enough. The third point is that rail customers—those who are paying for the goods and services—are consistently unhappy. They have lost trust. They do not see the improvements, and they do not think they will be sustained.
So what has happened? Network Rail brought in its chief engineer to do a deep dive on the real, underlying problems on the line, from both an operations and an infrastructure point of view. That has been turned into a short-term and long-term plan for real recovery. I know we talk a lot about plans, recoveries and summits. There is a war room at London Bridge station that all hon. Members are invited to visit with me on the 20th. I would be delighted if the hon. Member for Nottingham South would join us. It is a cross-party invitation, which I believe she has already received, to see the depth of planning and understanding that is going on on a joined-up basis between Network Rail and the operator.
I can confirm to my right hon. Friend the Member for Arundel and South Downs that I chair the weekly meeting. We have also invited in Transport Focus, because I am keen for improvements to be seen and felt by passengers. We are not just telling ourselves that things are getting better. We are tracking social media sentiment and how people feel about their journeys. We are tracking what matters to people and what is actually improving for people.
I want to mention some of the points that have been made about compensation. My hon. Friend the Member for Lewes (Maria Caulfield) made a valuable point. Compensation should almost never be paid, because we should have a system that delivers people to their destination on time. Members are right that it is estimated that only 12% of people claim compensation. We have a manifesto commitment to deliver better compensation—and part-time season tickets—right across the industry. I continue to look at the problem of giving compensation to passengers from London Bridge. It is difficult, because it is hard to target those passengers in a fairly open network, but we continue to work on it.
Of course, there are already companies, such as c2c, that are delivering compensation automatically to people’s phones if they are more than a minute delayed. That is the sort of model that we want to see. I will also refer to DelayRepay.net, which is a way to take all the paperwork out of claiming compensation. There are already some important innovations in the industry.
Ultimately, we have to have an unswerving commitment to and focus on passengers—customers—in the industry. The industry does so much right, but when things go wrong, the fact that we have capped fares at RPI for the remainder of this Parliament almost does not matter, because people are frustrated about their journey. So I am determined, and the Department is determined, to hold the industry to account. I am agnostic on the structure—whether this is done through an alliance or in another way. Whatever the structure happens to be, I just want better services to be delivered. I believe that the best way to do that is through transparency, a continued focus on quality in the franchising process and all of us being involved in holding the companies to account.
Question put and agreed to.
Resolved,
That this House has considered the performance of Southern railway.