Southeastern Train Services

Clive Efford Excerpts

Wednesday 2nd March 2016 Westminster Hall

[Clive Efford (Eltham) (Lab)]

I beg to move,

That this House has considered the reliability of Southeastern train services.

It is a pleasure to be here under your chairmanship, Mr Evans, and I welcome the Minister. We had hoped to meet her to discuss the Southeastern situation before this debate, but we are here now and perhaps it is better to discuss it in public, so that people know what is said.

The situation that we have found ourselves in since Christmas is not entirely the fault of Southeastern—Network Rail is responsible for more than 70% of the failures—but quite frankly my constituents do not care who is to blame. They want their trains to turn up on time, as stated on the timetable, and to take them where they need to go. Since Christmas, the situation has deteriorated significantly. Trains are constantly being delayed, cancelled or diverted, and the landslide took services out for about a week.

My constituents and those of other hon. Members are bombarding us with complaints and angry messages. I will give a few examples. One constituent complained about the

“appalling level of service provided by Southeastern on the evening of Friday 19...Trains reduced from 8 and 12 carriages to only four”.

Another wrote:

“Terrible service on the Sidcup line…Constant complaints to Southeastern but no improvements despite repeated promises”.

One constituent said that when the first Bexleyheath service of the day was cancelled, he found that he could not use his season ticket to get the bus and tube from North Greenwich, because it was not recognised by Southeastern as a “reasonable alternative route”. Someone else complained about the

“appalling and deteriorating levels of service on the Sidcup line”,

which also serves part of my constituency. She regularly uses the delay-repay compensation scheme, which she found to be “clunky and time consuming”. I will come to that later, but I have received constant complaints about difficulties in claiming compensation for lateness or cancellations. Another person complained about constant delays after Christmas in a commute to London Bridge:

“Been commuting for 40 years and never complained before. Worst it has ever been.”

It just goes on and on, and I am sure other hon. Members could give similar examples.

To give my own experience during this chaos, on one occasion I managed to get a train in the direction of Eltham as far as Lewisham, from where there was supposed to be a replacement bus service. It was impossible to find the bus stop for the replacement service; the signage was appalling. I approached a group of staff, who were clearly beleaguered, and asked them when the bus service was likely to arrive, but they had no idea. I asked, “Where does it stop?” and they waved in the general direction of the outside of the station. I felt sorry for them, but they were not providing a good service, although that has to be because they had not been provided with the information by the rail company.

On another occasion—it was the same scenario—I went outside the station to get a bus and found a blind man wandering around the building works. I do not know if anyone else has had the pleasure of trying to find a way through the roadworks outside Lewisham station, but it is difficult for someone who is not blind. Yet I found that man just wandering around. I grabbed him by the arm and asked, “Where do you want to go?” He wanted to go in the same direction as me, but how is it that he was not given assistance? Why were the staff not on the lookout for people who clearly needed such assistance? He wanted to get to Bexleyheath; he could have been put on the replacement bus service, but was given no help whatever.

On another occasion, going home late in the evening on a Bexleyheath train, we got to Lewisham only to be told that the train was no longer for Bexleyheath, but for Sidcup. People on the train just got up and blocked the doors. They were so fed up with what was going on that they stood with their feet in the doors and said, “We’re not putting up with this anymore.” When they saw me—I had got off the train and was wandering across to see if a train was ever going to be going in the general direction of Eltham—they said, “We’re protesting: we’re fed up with this.” I do not know what the end of that scenario was, but it demonstrates the scale of the frustration that people are feeling about the standard of the service.

[Gareth Johnson (Dartford) (Con)]

I congratulate the hon. Gentleman on securing this debate. The Labour party may be divided over its leadership, and the Conservative party over Europe, but what unites us all is Southeastern. It is fair to say that its service has deteriorated of late. Does he agree that Southeastern seems to have all but given up on getting its franchise renewed?

[Clive Efford]

That is a worry and something the Minister should consider. If that is the case, the Government should take the franchise away now, because if Southeastern is going to look at its bottom line rather than the quality of the service, passengers will continue to suffer. That was a prime example of giving way to someone and them coming up with a better line in their intervention than I have in my speech, so I congratulate the hon. Gentleman on pulling all that together.

People in south-eastern London have suffered for decades. We had the disastrous privatisation that gave us the Connex franchise. We then had a period of relative stability, when the franchise was taken back in-house—in effect, nationalised—but that was followed by the ridiculous decision under the Labour Government to reprivatise it. I opposed that at the time, but we are where we are.

Passengers who use London Bridge station understand that the Thameslink scheme is bound to cause disruption. They have accepted that, despite the chaos at Christmas 2014. At the time, the Minister accepted that there had been an unacceptable deterioration in the service and she took action—I commend her for that—but this year’s performance has deteriorated to an all-time low. Passengers had accepted that train patterns would be substantially altered and that regular journeys had to change, because trains that people were used to catching might no longer be going to Cannon Street or Charing Cross, but the level of disruption they are suffering now is nothing to do with that. On the lines between Dartford and London Bridge, the service has failed, although when we had discussions before the Thameslink works started, we were told that the situation was under control. As I said, my constituents do not care who is to blame; they want to know that the tickets they purchase will get them to where they want to go.

I am grateful to the Library for an excellent paper it has produced to provide Members with information for this debate. It sets out how the public performance measure is calculated. The PPM shows the percentage of trains that arrive at their terminating station on time and combines figures for punctuality and reliability into a single performance measure. It is the industry standard for measuring performance, but it does not distinguish between extreme lateness and a brief delay. Southeastern’s PPM has fallen from 91.3% 12 months ago to 83.2% now. The average for all operators is 89.3%, so we are way below that. Another measure is right-time performance, which uses the percentage of trains arriving at their terminating station early or within 59 seconds of schedule. Southeastern’s right-time performance has fallen from 65.2% 12 months ago to 53.5% now. The average for all operators is 64.8%. Again, it is well below average.

The cancellation and significant lateness measure is for when a train is cancelled at origin or en route—this was my experience on the train that was going to Bexleyheath but then went to Sidcup—and when the originating station is changed or the train is diverted. A train is significantly late if it arrives at its terminating station 30 minutes or more late. On that measure, 2.4% of Southeastern trains were cancelled or significantly late 12 months ago, but the figure is now 4.3%—it has nearly doubled—while the average for all operators is 3%.

On every single measure we see poor performance from Southeastern. In autumn 2015, Passenger Focus showed that Southeastern’s passenger satisfaction was 75%, down from a high of 84% in 2013. In autumn 2015, the Chiltern franchise had the highest satisfaction rate, at 91%. The bottom three ranked operators were Thameslink, Southern—they are franchised as Thameslink, Southern and Great Northern—and Southeastern, which share the common factor of going into London Bridge. That must account for some of the dissatisfaction that people have with the service.

Last week, Which? published its annual passenger satisfaction survey. Southeastern was placed joint last, with an overall score of 46%; last year it was at 45%. Which? considers the impression of passengers over the previous year of the service provided. The difference between that and the Passenger Focus survey is that Passenger Focus considers the last journey that passengers made. That can be open to all sorts of factors, which can distort the figure. I would say that the Which? methodology far more accurately reflects the passenger experience than that of Passenger Focus, which is now Transport Focus. Those figures demonstrate just how consistently poor the service has been.

[Huw Merriman (Bexhill and Battle) (Con)]

I am sorry that the fracture clinic will prevent me from being here for the entirety of the debate. I thank and congratulate the hon. Gentleman for holding this debate. Many of my constituents have experienced the same difficulties he has described. While I believe there will be better times around the corner once the track and station at London Bridge are developed, I am still concerned that we are short of capacity on these lines. Does he agree that it would be a huge concern if plans to give the Mayor of London wider powers for outer London were to affect the capacity further south? Does he also agree that to free up capacity we need a high-speed rail link from Bexhill and Hastings to St Pancras to create more capacity for his constituents?

[Clive Efford]

I wish the hon. Gentleman luck in pursuing his scheme; I have got my own, which I will come to shortly. I have to say, Transport for London cannot be worse than Southeastern. It has had a positive impact when it has taken over other lines in similar circumstances, so hopefully it can achieve what Network Rail and Southeastern have failed to achieve in south-east London. Key bottlenecks such as Lewisham have to be overcome to achieve some of the things that Transport for London is talking about. I remain sceptical about whether it can achieve everything it says it can, but I am prepared to run with it and to be a critical friend, guiding it along the path of improving our train services in south-east London.

We need to hold people to account for what the figures demonstrate is consistent failure. The Minister did take action last Christmas when the service was appalling and there was a dangerous number of passengers on the concourse at London Bridge, but we must do more. To quote the Minister back at herself, on 28 January she admitted to the hon. Member for Bromley and Chislehurst (Robert Neill) that

“Southeastern was not at the top of the list for overall satisfaction. It is not quite at the bottom, but it is not at the top either.”—[Official Report, 28 January 2016; Vol. 605, c. 526.]

It was actually second from bottom and it has been so consistently. The Minister was reluctant to call it how it is, but we do our constituents a disservice when we do not do that. We really need to call it how it is to hold these people to account.

One concern I have about accountability is that the penalties that the franchise operators are required to pay the Government if they fail in their obligations are shrouded in commercial confidentiality, as are the payments made if they overperform. I would like to see some examples of overperformance—it would cheer me up no end. Why is that shrouded in secrecy? It is public money and a public service, so there should be public accountability. The Government should be proud to say, “We have penalised this franchise” when it fails our constituents. They should say, “Yes, we have made them pay a price and forced them to reinvest this money in this way to address this failure.” We should not say to the companies, “You can come and run a public service. You can hide behind commercial confidentiality and not let people know the price being paid.” All too often we see these people paying themselves huge bonuses in public services after such failures and that is not acceptable.

I want the Minister to ensure that we can see how the companies are being penalised for failures, because of the effect of those failures on people’s lives. They are late for work, late for job interviews, late getting a connecting train. We have all travelled on these train services that get stuck, and we have heard people’s life stories on their mobile phones as they go into meltdown around us because of delays. It is not right that the companies are not held publicly accountable when their failure is on such a scale.

Given the scale of the problem, the compensation scheme seems to be underused by passengers. Something needs to be done about that, because if we can make compensation easily accessible the companies might start to consider the standard of their performance a little better. People are eligible for compensation after their train is delayed for 30 minutes. The compensation scale goes up to a 100% refund for 60-minute delays, but according to the Library’s document no figures are available for take-up. I suggest that take-up is extremely low. The Office of Rail and Road found that just 11% of passengers surveyed nationally always or usually claimed compensation when they were entitled to it; 15% said they rarely claimed; and 68% said that they never complained.

We clearly need to do more to encourage passengers to come forward. Rather than come to their Member of Parliament, because they see us as the only outlet to vent their spleen, perhaps they could by right claim their compensation and make their voices heard directly with the franchise operators. Which? is running a campaign to make rail refunds easier that calls for

“clear information on how to get a refund for rail delays…all train companies offering cash as the first option”

and for train companies

“to be held to account if they fail to encourage passengers to claim refunds.”

I commend that campaign to the Minister and urge her to support it.

The Minister said on 28 January:

“We effectively now have rail fares going up at the lowest level”.—[Official Report, 28 January 2016; Vol. 605, c. 526.]

Is that absolutely correct? I have figures that say an annual season ticket from Eltham to central London has gone up by £328 a year—33%—since 2010. I do not think my constituents would say fares have been going up at the lowest level. Would the Minister care to comment on that? I do not think it is true. People are being forced to pay more for a service that clearly is not up to the standard they have a right to expect.

I know that an announcement is pending about increased capacity on our rail services—12-car trains. I have been campaigning on that for 15 years and been fobbed off with “The electricity supply isn’t up to it. The platforms aren’t long enough. We have terrible bottlenecks at Lewisham and London Bridge. Twelve-car trains are such a drag,” and all the rest of it. The fact is that in south-east London we do not have direct access to the London underground. Most of our journeys are like the spokes of a wheel, going in to central London and the main terminals at London Bridge, Charing Cross, Waterloo and others. Our constituents rely heavily on those services and have few alternatives. Buses do not really provide an alternative for journeys of that length, nor do buses have the capacity for the number of people who want to make those journeys. There is a transport deficit in south-east London.

We constantly hear from the people at Transport for London about how much TfL must invest in the London underground and how important it is to increase capacity, and I get that. I understand how vital it is to London. However, TfL is even calling the new underground line going through New Cross the orbital route; that is how far TfL thinks London goes out—as far as New Cross. People outside its orbit are Pluto, or something. Because we do not have direct access to alternatives, our rail services are vital.

For too long people have been crammed on to overcrowded carriages, particularly at peak times. This morning, for example, I was waiting at the station at 7.35 at Eltham. The Victoria train came in and it was six carriages long, at peak time. It is not acceptable. The train that I caught to Charing Cross was eight carriages long. At those times of the day they should be 12-car trains. Trains are packed by the time they get to places such as Eltham, Kidbrooke and Blackheath; anyone getting on at Lewisham needs a crowbar. It is not acceptable. We have got to have increased capacity on our rail services.

TfL is very keen to take over the service and it would have my blessing, but as I said, I will be a critical friend. If it is going to increase the frequency of trains on the service it will have to deal with the signalling system. It is no good putting more frequent trains through with fewer carriages; we need more capacity. I will support TfL’s bid for the metro services on Southeastern, but we need to ensure that the Government and MPs scrutinise what it says about what it will deliver. We need to improve the service and increase its capacity significantly.

The landslide caused me great concern. I thought, “What if it had happened as a train was going by?” which was highly likely, because the vibration of a train could have exacerbated the situation and brought a landslide down. Some infrastructure was involved, so I want to know if a proper survey of the infrastructure has been done. As I said, more than 70% of the delays have been due to signals and infrastructure under the control of Network Rail. Does it survey the infrastructure to the point at which it identifies likely problems and puts them right, so that they do not become constant nagging problems and a cause of future delays? It seems that the system is creaking at the seams. Is Network Rail on top of that? I would like the Minister’s assurance that she is on top of Network Rail, and that she will ensure it tries to drive out the gremlins that cause all the problems for Southeastern and our constituents.

As I have mentioned, I want the penalties and rewards for train operating companies’ performance to be published and the people concerned held to account. I would like the Minister to put pressure on the transport operating companies to make people aware of compensation schemes. Above all I want the Government and TfL to recognise that south-east London has a transport deficit, which cannot continue to be ignored when the future expansion of rail services, including such things as the underground and the docklands light railway, is considered. The situation in south-east London is unacceptable. I look forward to hearing what the Minister intends to do about it.

Several Hon. Members rose—

[Mr Nigel Evans (in the Chair)]

Order. As we can see, seven hon. Members want to speak. I will start the winding up speeches at 10.38, which gives 10 minutes each, plus two minutes for Mr Efford to wind up. Please do the maths, but I think we are looking at perhaps just under five minutes each.