South-eastern Rail Franchise

Debate between Matthew Pennycook and Helen Whately

Wednesday 24th January 2018 Commons Chamber

[Matthew Pennycook]

I thank my hon. Friend for that intervention. She is absolutely right that, along with reliability, capacity and overcrowding are the No. 1 concerns of passengers in my constituency. It strikes me as odd, as I am sure it does her, that many of the platforms in our constituencies have had money spent on them to lengthen them, yet they will still not be receiving 12-car trains, even under the new service that will come in with the next franchise.

Periods of improvement in reliability and punctuality under Southeastern are all too often followed by periods of deterioration, such as the one we have experienced over the first few weeks of this year. While the published data bears out the fluctuating performance standards, I am sceptical about whether it paints an accurate picture given that it is measured against the published timetable. What I suspect we have seen over recent years is the introduction of revised timetables that, yes, have improved Southeastern’s public performance measure, but have meant reduced services for passengers. While the latest data available suggests that customer satisfaction has increased, it is little wonder that Southeastern’s overall customer satisfaction rating is still lower than those for all but three train operating companies in the UK.

All that is happening despite Southeastern securing £70 million of extra investment from the Government in 2014 as part of the directly awarded franchise agreement. At the time, we were promised that that investment would lead to improved train performance, customer service and station facilities. The fact remains that we are still a world away from the service that passengers in my constituency expect for the fares they pay.

[Helen Whately (Faversham and Mid Kent) (Con)]

We would do better not to pit suburban passengers against those who travel longer distances—perhaps to and from my constituency—because we should all recognise that the franchising process is an opportunity to secure more capacity, more reliable trains and better-value services for all our constituents who rely on the railway.

[Matthew Pennycook]

I have to disagree to the extent that the thrust of my argument is that I am concerned that we will not get that from the next franchise, but the hon. Lady is right that it must be the aim.

My constituents understand that the network faces challenges, including rising passenger demand as well as complex and ageing track, junction and signal infrastructure, but they expect services to be punctual, reliable and not overcrowded, and those expectations are not unreasonable. The fact that expectations are not being met is partly due to the inherent limitations of the franchising system and the tension that has always existed between metro and long-distance trains.

Under the current system, the Department for Transport is responsible for designing and procuring new and replacement services on the network. The Department specifies, often in minute detail, service levels, timetables, rolling stock and most fares. It is a one-size-fits-all approach to rail franchising premised on franchises driven by the need to chase revenue and meet targets, rather than devolved concessions focused on reliability and investment. The latter is what I believe would have been achieved by the devolution of Southeastern services to Transport for London and, frankly, why I am still incensed by the Secretary of State’s decision to torpedo plans to that effect.

The plans were published jointly by the Department and TfL in January 2016 and endorsed by the Secretary of State’s predecessor, the right hon. Member for Derbyshire Dales (Sir Patrick McLoughlin), and the previous Mayor of London, the right hon. Member for Uxbridge and South Ruislip (Boris Johnson). As we know from a leaked letter, the Transport Secretary rejected the plans due to a dogmatic opposition to rail devolution based on his belief that the services should be kept out of

“the clutches of a Labour mayor”.

No detailed explanation has ever been produced, as far as I am aware, as to why the business case submitted by the Mayor of London was considered inadequate. What particularly frustrates my constituents, whatever their political persuasion, is the knowledge that if a Conservative Mayor had been elected in May 2016, they would now be looking forward to our local trains being integrated into TfL’s successful Overground network next year.

I remain convinced that the devolution of metro services in London would have led to more punctual, more reliable metro-style services. They would also have facilitated—in many ways, this might have been just as transformative—the effective integration of services with others across the capital in ticketing, fares and investment, and improved customer service, particularly for passengers with a disability, because all stations would be staffed from the first train to the last. That plan represents a real missed opportunity and, while I have little hope, I urge the Minister to think again even at this late hour about making provision for the devolution of control over metro services under the new franchise.

[Helen Whately]

Will the hon. Gentleman give way?

[Matthew Pennycook]

If the hon. Lady will forgive me, I will not, because time is short and the Minister has to wind up the debate.

At the very least, the Department should guarantee that the service standards delivered by the new south-eastern franchise match those that would have been delivered by London Overground. My fear is not only that the new franchise will not match those standards, but that it could lead to a deterioration in the services on which my constituents rely.

Slipped out alongside an announcement that it will look at reopening lines across the UK that were lost under the Beeching cuts, the Department published its invitation to tender for the new franchise on 29 November 2017. With one operator, Trenitalia, having withdrawn from the process, there are now only three operators bidding: Abellio, Stagecoach and the current operator, Govia.

As expected, given the instant and, I suspect, co-ordinated opposition they generated from Conservative politicians across south-east London and Kent, proposals that all metro services on the North Kent, Greenwich and Bexleyheath lines will terminate only at Cannon Street have been dropped, but that does not mean all services on those lines will escape cuts under the Government’s franchise specification.

The requirements set out in the ITT include the introduction of a revised train service, no later than 2022, that will see Woolwich and Charlton stations in my constituency lose direct services to Charing Cross, and Blackheath station, along with other stations on the Bexleyheath line, lose direct services to Victoria. Those revisions come on top of the proposed replacement of two of the six hourly off-peak Southeastern services on the line with Thameslink services that I fear might be slower and less reliable and that will not stop at Woolwich Dockyard station in my constituency or at Erith and Belvedere stations in the constituency of my hon. Friend the Member for Erith and Thamesmead (Teresa Pearce).