Coastguard Modernisation

Caroline Dinenage Excerpts

Thursday 14th July 2011 Commons Chamber

[Caroline Dinenage (Gosport) (Con)]

I welcome the news that there will still be a station in the Solent area, which, after all, is one of the busiest sea lanes in the world. May I encourage the Secretary of State to consider also retaining the new command centre in the Lee-on-the-Solent area, where it is currently located? Not only does it benefit from the experience and local knowledge that, as we have learnt, is so important, and also from an ideal location between Portsmouth and Southampton, but the MCA already owns a big site at Daedalus, where there is a runway, so its retention makes good financial sense.

[Mr Hammond]

The Daedalus site is certainly one of the sites being considered by the agency as a possible location for the marine operations centre, which will provide 96 jobs, but no final decision has yet been made.

Portsmouth-London Railway Line

Caroline Dinenage Excerpts

Wednesday 9th March 2011 Commons Chamber

[Penny Mordaunt]

I thank the hon. Gentleman for that intervention. I will come to precisely those points and lay them before the House. I make no judgments, but I think the figures will speak for themselves. I also wish to offer the Minister some solutions, because it is part of the frustration for many commuters that the answers in terms of volumes of rolling stock are there.

Overcrowding is concentrated between Waterloo and Woking—the leg of the route that just takes the first 25 minutes. It should be recognised that trains between those stations operate about every four minutes. Those commuters have options, and the journey is suitable for a 450 carriage. Also, it seems that it is acceptable to have 97 people standing, as the eight-carriage 450 service—the 6.32, I believe, from Haslemere—that showed that figure did not need to expand. Admittedly, there is not the option there simply add a single coach, but the point remains.

Further undermining the argument that overcrowding must be addressed is the fact that the 140 extra seats cannot actually be used. People either cannot fit into them or choose not to. Portsmouth city council’s March 2010 survey found that 80% of people boarding south of Haslemere are not confident of getting a seat at busy times in a 450 carriage.

[Caroline Dinenage (Gosport) (Con)]

The residents of Gosport hugely appreciate my hon. Friend’s securing of this Adjournment debate. I wonder whether she understands that South West Trains has an awareness that it is not just commuters from Portsmouth who board those trains; it is also commuters who then go across to the Isle of Wight, and of course those who catch a ferry over to Gosport, which is one of the largest towns in the country without its own railway station.

[Penny Mordaunt]

I thank my hon. Friend for her intervention. South West Trains cannot be anything other than aware of the enormous numbers of people who have been affected. As my hon. Friend the Member for Portsmouth South (Mr Hancock) said, the problems have been going on for many years, and it is a source of great frustration that no solution has yet been found.

Returning to the number of seats and the difficulty of getting a seat south of Haslemere at busy times, 25% of people cannot find a seat at all. If it were a simple matter of the number of seats, there would not be such problems. We have a situation in which similar numbers of people might end up standing, but in a much narrower gangway. Network Rail reports that food sales at its stations are up 5%. I am sure Portsmouth residents are doing their bit, stocking up before boarding in the knowledge that the at-seat trolley service will be hauled up somewhere around the lavatory, where it will be in good company with the similarly impeded train guard.

The Association of Train Operating Companies reported 1.32 billion passenger journeys in 2010, 7% up on 2009 and 37% up on 2000—indeed, a number not seen since commuters could enjoy the charms of steam power. We should not allow this top-line figure to distort the true pattern of travel on individual lines. Even as a response to increased demand, the provision of more unusable seats is hardly adequate. In any case, surely it was a disproportionate response to replace 450s on more than 50% of weekday services, when only 10 or so out of 133 weekday services showed high numbers of standing passengers.

We must wonder why, if overcrowding were the only motivation for change, services that were not overcrowded or had only, say, 10 standing passengers were replaced with the 450s. Outside peak times, the service is not at all stressed, yet during the week 53% of services are formed of 450 trains. Although I do not make any allegations—I merely offer the House the information—the carriage leasing company, Angel Trains, has confirmed that the 444 is as much as 20% more expensive to lease than the 450.

In the face of repeated lobbying from passengers of South West Trains, the company has held firm to the line that it must increase capacity. It has succeeded in increasing the number of seats. It has not succeeded in increasing the number of places to sit. A seat on which one cannot sit is a seat in name only. South West Trains dismisses criticism of the 450 carriages as mere “comfort” concerns and a simple preference for the 444. Well, quite. The 444s have two plus two seating, tables, arm rests and seats 45 cm wide, with a 4 cm space between them. What’s not to like?

What makes the situation even more frustrating for commuters is that South West Trains has 45 carriage units of 444 carriages. Passenger groups have devised service diagrams that show that a full 444 service could be operated with just over half that number. There is thus no need for passengers to endure the discomfort that at present is their lot. I accept that service programmes are a complex business and changes could have implications for other lines, although my research shows that these would not be detrimental.

The cause of passengers is not helped by the fact that there are no departmental guidelines on comfort. Comfort does not feature in any rail franchise agreements, or for that matter in the recent Reforming Rail Franchising consultation. However, the Department for Transport is alive to the dangers of inadequate provision being foisted upon passengers. The national rail franchise terms state that, excluding additional passenger services,

“the Franchisee shall maintain the composition of the Train Fleet during the Franchise Term, unless the Secretary of State otherwise agrees, such that there are no changes to the Train Fleet, including changes:

(a) to the classes or types;

(b) to the interior configurations; or

(c) which may reduce the journey time capabilities, of any rolling stock vehicles specified in the Train Fleet.”

It is true that franchises might be negotiated with a change of stock in mind, but patently the Department accepts the need to protect passengers. Furthermore, the coalition programme for government states:

“We will grant longer franchises in order to give operators the incentive to invest in the improvements passengers want.”

Such improvements include better services, better stations, longer trains and better rolling stock. The problem is that there is no incentive for train operating companies on mainline routes, as they operate in a protected market, and frequently have a monopoly. Contrary to what some TOCs said in their submissions to the consultation, inter-city lines have less competition than suburban lines. Cars and coaches are simply not viable alternatives, and certainly not if one hopes to work while travelling.

It is with hope and expectation, therefore, that I seize on the Government’s statement in their response to the franchise consultation:

“For intercity services revenue incentives may be sufficient to encourage operators to continue to strive to maintain and improve service quality. However, we may ask bidders to commit to quality improvements which are within their control, such as onboard environment; station environment; customer service and information.”

First, what is the need for better comfort, if not to improve the onboard environment? The Department for Transport should produce guidelines on passenger comfort for each type of railway line, and they should become mandatory minimum requirements in future rail franchise agreements. It should be made plain to franchise holders that failure to meet the guidelines before renewal dates will compromise their suitability to continue as operators.

Secondly, it is within the control of South West Trains to improve its service now. It has the carriages; the rail passenger groups have the service diagrams. If South West Trains contends that it could restore the 444 services to the London-Portsmouth line only by leasing more of them and putting up prices, I would ask why prices did not come down when the cheaper 450s were introduced. I hope that the Minister will prevail on South West Trains to look at how the distribution of carriages could be realigned so that no service is disadvantaged by the improvements to the Portsmouth line. South West Trains and the Department should look at what carriage capacity is available, and open dialogues with other TOCs if necessary.

Thirdly and finally, I would ask that a meeting be convened at which departmental Ministers and officials, Members of Parliament and passengers groups can discuss with South West Trains what must change and how quickly it can be done. People such as David Habershon, Bruce Oliver and John Holland, who have done so much to represent their fellow commuters, and to help me prepare for this debate, should be able to address their concerns directly to SWT executives across the table. Commuters on the London-Portsmouth line pay handsomely for their rail tickets. In return they should be able to travel to our capital for business or pleasure without being in discomfort or running the risk of doing themselves harm. South West Trains does a good job in many respects. It has the power to put right what it has got wrong, and I hope that it will do so in short order.