Chris Gibb Report: Improvements to Southern Railway

Tim Loughton Excerpts

Tuesday 4th July 2017 Commons Chamber

[Chris Grayling]

We had very constructive talks earlier this year, and I want to pay tribute to the leadership of ASLEF for the way they conducted themselves back in the January and February negotiations. It is a disappointment to me now that they appear to have returned to militancy, when I thought a constructive dialogue was taking place. Those talks happened, and they were facilitated by the general secretary of the TUC and by a senior rail executive. An agreement was reached but, sadly, it did not pass the referendum. A further offer is on the table for staff. That offer of change combined with a substantial pay upgrade and productivity improvements has been acceptable to the union on Thameslink and Great Northern. It is a huge disappointment that that cannot deal with this issue once and for all.

[Tim Loughton (East Worthing and Shoreham) (Con)]

The Secretary of State will be aware that this morning several of us from across the House met representatives from the RMT. I have to say that at the end of that meeting we were perplexed as to why still no deal had been done, given the very small number of trains that have been leaving without that second person on board and the very narrow difference between GTR and the unions on how one breaches that. There seemed to be some union enmity prolonging this strike. Can we not just get all of them round the table, bang some heads together and at last get our constituents a train service that stops disrupting their lives?

[Chris Grayling]

There is no reason why talks cannot start again tomorrow. I say to the unions that they should call off the industrial action and come back round the table. They are trying to turn the clock back. Sensible arrangements have been in place for years that do not require a train to be cancelled if the previous member of staff has been delayed. Ultimately, this is about whether we are going to modernise our railways or not. We have a rail system that is bursting at the seams due to the successes it has enjoyed in the past few years. Our railways are packed, and we need to look for smart uses of technology and smart ways of working to deliver the capacity that we need for the future, and we need to invest in infrastructure to make sure it is reliable. Those are things we want to do and plan to do. The unions need to work with us, and the message from Chris Gibb’s report is that the unions should stop fighting change and modernisation. Nobody is losing their job and nobody is having their pay cut. I believe that we will need more customer service staff in the future rather than fewer on our railways. I am not in the business of removing staff from working with customers, but we need to have an industry that has the freedom to adapt, develop and equip itself to deal with the challenges of the future. This dispute is all about preventing that from happening; it is about retaining old-fashioned union power and the ability to halt the railways at the whim of union leaders. That is not acceptable. It has been a tragedy for the people on the Southern rail network that they have been on the raw end of this for the past 18 months. Just when we thought things were getting better and the services were getting back to normal, it has started all over again, and it is a tragedy. Opposition Members should say to their union friends, “Stop doing this. Call off your action,” and then we will talk to them again.

--- Later in debate ---

[Lloyd Russell-Moyle]

It does not help when the Government have not been getting the unions around the table in the same room without preconditions. That is how we de-escalate things. People in positions of responsibility, such as the Minister, need to come forward and de-escalate it, and not just point fingers and quote from the radio but actually show leadership.

The reality is that this dispute is not about money. We have heard a lot from the Conservatives about trying to shove cash into the mouths of drivers. This dispute is about safety and accessibility. The unions have put a clear proposal on the table. They have offered to come to a deal that will ensure that disabled and vulnerable people can turn up to the train station without having to give notice, and that there will be safe conditions on the trains. The unions would then withdraw their action. That offer has been disregarded by GTR and its puppet masters in the Government. I call them puppet masters because this is a rigged contract that allows GTR to continue to get the cash incentive to run a service that it fails to run—it does not lose a penny when ticket sales are not made. It does not have to bear the risk. The problem is the contract.

The Government clearly need to bring the contract in-house. Gibb says that that would be disruptive but, as the hon. Member for Brighton, Pavilion (Caroline Lucas) said, that is because the Government wound down the direct operator and have left themselves with their pants down. They are unable to run a service and they are unable to hold the contractors to account.

[Tim Loughton]

The hon. Gentleman has spent most of his speech panning the role of the Government and the Department for Transport and now he is saying that he wants the franchise to be brought in-house, to be run by that same Government and Department that he has been panning. I have no problem with the franchise being removed, but he has to have a care that whoever is taking it over can do a better job of it, and that is not clear at the moment. Could it be a case of out of the frying pan, into the fire?

[Lloyd Russell-Moyle]

The hon. Gentleman is quite right—I would not want the Minister to be directly running the railways. It seems that the Minister is barely able to run his own Department and get people around the table to negotiate, which is one of his key responsibilities. Directly Operated Railways operated well on the east coast franchise and the franchise taken off Connex South Eastern. The service improved and it brought money back to the Exchequer. That worked then, and I see no evidence why it would not work in future.

Of course, hon. Members can point fingers at each other—I will be pointing fingers at the Government—but we must try to resolve this without preconditions. That means getting the unions around the table. We must not say that they are welcome around the table only when they have called off their strike. The Government have not got them around the table and we need to make sure that that is done.

If I was a headteacher in a school and had to send my children home because I could not organise supply cover, I would be blamed—not the teachers or the supply teacher who did not turn up. The blame needs to be on the management and on the Government. They need to step up. Our constituents are suffering every single day because of their failings.

--- Later in debate ---

[Paul Maynard]

I will come to that in a moment. The hon. Gentleman has spoken sensibly on this issue, as did the hon. Member for Luton South (Mr Shuker). They both made thoughtful contributions to the debate. I will do my best to answer all the points that have been raised, but I doubt that I will succeed in the eight minutes remaining. I will do my best to write to anyone I miss.

[Tim Loughton]

I am grateful to the Minister for taking my intervention. I did not speak earlier because I missed most of the debate. I would just ask him to mention one thing that was not covered. We made a manifesto commitment to customers to establish a railway ombudsman to ensure that the operators are properly penalised when they provide a rubbish service, so that customers do not have to jump through all sorts of hoops to get the compensation to which they are entitled.

[Paul Maynard]

I am glad that my hon. Friend mentioned that. It was indeed a manifesto commitment, and it is my personal crusade. I am determined to ensure that we bring it in, partly because of what I have seen for myself in dealing with the issues on Southern. I have had meetings today and—as they always say at the Dispatch Box—I will have further meetings in due course. I believe that this proposal is on track, and we hope to deliver it as soon as possible. I am sure that it will be welcomed across the House.

We have talked about some of the wider pressures on the network. The £300 million investment that we announced in January was a specific response to many of Mr Gibb’s recommendations, but I recognise that more will be needed. The hon. Member for Kilmarnock and Loudoun (Alan Brown), who spoke for the Scottish National party, asked about the speed with which it would be spent. We made it clear from day one that it would be spent up to the end of control period 5—that is, until December 2018. That money is being spent at the moment, in addition to the £20 million he referred to. It is, for example, being spent on replacing old tracks, points and signalling. That is not just a matter of replacing bits of old kit; it will result in 15% fewer delay minutes and a more reliable and resilient railway.

There are other examples. My hon. Friend the Member for Croydon South (Chris Philp) showed interest in high output ballast cleaning, and I can happily share with him that that is about replacing the ballast on the track. One might think that it is just a matter of cosmetics—not at all. Not only does it provide a smoother journey, but it reduces the number of temporary speed restrictions that increase perturbation on the network and make it harder to adhere to the timetable. Some £17 million has been spent on vegetation clearance, which may also appear to be a matter of cosmetics, but two of the five most recent incidents in the last control period that caused significant delays were due to trespassing. There is a clear link between vegetation management and the likelihood of trespassing on the railways, and that causes delays on the railways.

My hon. Friend the Member for Wealden (Ms Ghani) mentioned the Uckfield electrification. We are well aware of that project, and we are looking at it closely to ensure that we have the best possible business case. My hon. Friend the Member for Lewes referred to BML2, and I know that the Secretary of State has met with the group and is urging it to carry on its work. Others have mentioned issues at stations. A particular finding about Victoria of Mr Gibb’s is that we need single station leadership, much like that being developed at London Bridge. A problem at stations is when train operating companies and Network Rail are all trying to make different decisions at the same time. We need single station leadership at our major termini.

We also recognise—I recognised it on day two at the Transport Committee—that the number of drivers at the start of the franchise was inadequate. We needed to understand why that was. Some of it was down to unexpected departures—fine—but I wanted to be clear about what procedures the Department had in place to ensure that any franchise handover involved adequate driver numbers. I am delighted that we now have over 322 drivers in training across the GTR network, but it takes 18 months to train a driver adequately with the route knowledge they need to operate safely on the network. I look forward to those drivers being part of the GTR network, reducing the reliance upon overtime and reducing the impact of any ASLEF overtime ban.

As we have heard, performance has been significantly better when we have not been facing industrial action. Back in December, it was as low as 62% on the PPM measure, but it is now at 82.5%. That is positive, but it came about only because so many of Mr Gibb’s recommendations have already been put in place. Many people referred to the benefits of smart ticketing. I constantly urge GTR to do more with its key and keyGo smart cards, and I look forward to that benefiting constituents, particularly those in Lewes, soon.

The hon. Member for Nottingham South (Lilian Greenwood) mentioned the Thameslink programme, and my understanding is that many journeys on the East Midlands Trains franchise will be significantly shorter due to the new Thameslink timetable. That is why Mr Gibb is continuing in his role for the Department and is looking at the Thameslink readiness board, ensuring that all the different actors work together in that complex interaction, which will deliver a significant enhancement to the railway. I look forward to sharing more information with the hon. Lady. Mr Gibb’s willingness to chair the Thameslink readiness board is a sign that an approach to rail where we use expert knowledge and bring it to the table ensures that both Network Rail—many Opposition Members seem to forget that it is publicly owned—and train operating companies point in the same direction and have aligned incentives. She also briefly talked about level crossings, which I take seriously. We must ensure that the Law Commission proposal does what it seeks to achieve, but we also want to address safety around level crossings more widely—not just how we close them more quickly.

We will continue to do all that we can to try to bring an end to the dispute. We have no magic wand, but some evidence that a resolution can be reached is that ASLEF and GTR met for 32 days and managed to reach agreement on two occasions. That proves that things can be done without a Minister having to sit in the room. They are actually grown-ups, and they can reach agreement.

Oral Answers to Questions

Tim Loughton Excerpts

Thursday 23rd February 2017 Commons Chamber

[Chris Grayling]

Yes, but I actually have a slightly different ambition. I have an ambition to see that train deployed in other countries as well. I have already told the Japanese Transport Minister that, although he has good trains on the suburban network in Tokyo, our Bombardier trains from Derby are better and that he should buy some for his network.

[Tim Loughton (East Worthing and Shoreham) (Con)]

Back on planet Earth, the recent ASLEF ballot was obviously disappointing, and the guarantee of a second person on the train clearly remains a bone of contention. Will the Secretary of State consider making it a performance indicator measure when, in exceptional circumstances, a train leaves without that second person?

[Chris Grayling]

I am happy to look carefully at that option. It is not my policy or the Government’s policy to remove people from trains. Ways of working will change, but we will need more people, not fewer, delivering services to customers on our railways as demand grows.

Southern Rail

Tim Loughton Excerpts

Monday 5th December 2016 Commons Chamber

[Mr Speaker]

Order. The shadow Secretary of State must take some sort of soothing medicament, which will have the effect of calming him. He will be aware that I suggested to one of his north-east colleagues some time ago that it might be advisable to take up yoga, because it would have a therapeutic effect.

[Tim Loughton (East Worthing and Shoreham) (Con)]

Or yogurt.

[Mr Speaker]

Or even yogurt.

--- Later in debate ---

[Paul Maynard]

We have been very clear that we are going to cap rail fare increases on regulated fares at retail prices index plus zero, but to recognise the impact on Southern passengers we announced last Friday a compensation package that equates to one month’s free travel for annual season ticket holders. In addition, as I said earlier, we will be introducing Delay Repay 15 early on the GTR network from 11 December.

[Tim Loughton (East Worthing and Shoreham) (Con)]

Our constituents in Sussex are at their wits’ end. We are at our wits’ end. Notwithstanding the chaos being caused by these completely unjustified strikes, last week’s announcement on compensation was a good start, but only a start, and it was taken away with the other hand by the price rises that went with it. When can we have a proper, transparent penalty system where GTR pays penalties every time its trains are late, cancelled or delayed, and that is set against the price rises without the commuters having to go through a bureaucratic claim process? GTR needs to sort this out urgently.

[Paul Maynard]

I recognise my hon. Friend’s concern to make sure that automatic compensation for Delay Repay is broadened as fast as it can be. We need to ensure that the system works, and works well. We need to ensure that passengers are on the trains that they say they were on that were delayed, so we need a technological solution. I am keen to improve the operation of Delay Repay 15 and GTR will be the first rail company that we try it out on.

Govia Thameslink Rail Service

Tim Loughton Excerpts

Monday 12th September 2016 Commons Chamber

[Henry Smith (Crawley) (Con)]

I am here this evening on behalf of constituents who continue to suffer unacceptable delays and cancelled services when simply trying to travel on the Govia Thameslink Railway network. Many, across the network, suffer daily difficulties getting into work, with some employees now facing disciplinary action, and others missing precious family time in the evenings, because they are stuck on platforms. As a daily commuter to London, I know this all too well; this has been the case for almost 12 months now.

I thank right hon. and hon. Members from all parts of the House for their attendance at this hour. I also express my gratitude to the new rail Minister and publicly thank him for coming to Three Bridges station in Crawley on one of his first visits following his deserved appointment in July. As right hon. and hon. Members from across the Chamber will be only too aware, all of our constituents who travel on this network are affected. The cross-party nature of this issue is underlined by the composition of the all-party group on Southern rail, set up in this Parliament in the interests of passengers. The cross-party work of the group is shown in its co-chairs: my right hon. Friend the Member for Mid Sussex (Sir Nicholas Soames) and the hon. Member for Hove (Peter Kyle).

On 11 July, 341 services on the Govia Thameslink network were removed, to counter the disruption that resulted from the so-called staff sickness situation at the time. Last week, on 5 September, 119 of those services were reinstated—but, Sussex passengers have yet to see any benefit. On the same day, the Minister stated:

“The remaining trains will be reinstated to the timetable incrementally in the coming weeks.”—[Official Report, 5 September 2016; Vol. 614, c. 4WS.]

That is, of course, welcome news, but is he able to offer any further update about the discussions he has had on this matter with both GTR and Network Rail?

I am also grateful to representatives from GTR for coming to Crawley in August and speaking at a public meeting I organised in front of an audience of more than 150 constituents. This meeting came a few weeks before the Government announced a package of measures, which I welcome, to improve the resilience of the Southern network, including a £20 million fund. At that meeting, one of GTR’s representatives told us how the new franchise had struggled to make a profit. The following week, it was announced that GTR’s parent company, Go-Ahead, posted a profit of about £100 million. A number of my constituents have, understandably, asked me in recent days why taxpayers are paying for the £20 million of improvement works announced in the last fortnight. I would be grateful if the Minister addressed that point, particularly with respect to any discussions he may have had with the company in this regard.

[Tim Loughton (East Worthing and Shoreham) (Con)]

I congratulate my hon. Friend on, yet again, debating probably the most debated train operating company in the country, and I echo his words of welcome for the greater sense of urgency that the new Minister has brought. Does he not agree that, given the profits recently announced by the parent company and the considerable amount of revenues in this company, at the very least those many thousands of passengers, particularly the season ticket holders—our constituents—should receive some significant compensation when they are renewing their season tickets, to go some way to making up for the shambles they have had to suffer for the past 12 months?

[Henry Smith]

My hon. Friend anticipates a couple of points I will raise in a few moments, but I agree with him that the Department for Transport needs to look at the cost to season ticket holders in particular, when it comes to the new year. I will come on to mention the need for more swift compensation for those passengers who have been adversely affected.

Of course, as well as the £20 million of investment, the Government have announced a new project board. The Department has said that this is to achieve a rapid improvement to the service, and I sincerely hope that this means we will see benefits in the weeks ahead, rather than in the months to come.

Govia Thameslink Rail Service

Tim Loughton Excerpts

Wednesday 13th July 2016 Westminster Hall

[Tim Loughton (East Worthing and Shoreham) (Con)]

I beg to move,

That this House has considered the performance of Govia Thameslink rail service.

I had wanted to title the debate “The Woeful Performance of the GTR Service”, but the Table Office would not allow me to do so. Here we are—déjà vu all over again. It is no surprise to see on both sides of the Chamber so many hon. Members from south London and Sussex who have a close interest in this appalling state of affairs, which is continuing to deteriorate.

Southern Thameslink goes from bad to worse. It cancels more trains than the whole of the rest of the network put together. Our constituents are losing their jobs, parents are unable to see their children because they get home so late at night and students are missing lessons at schools and colleges, and in some cases missing exams, as a result of the woeful incompetence of this train company, and there is no end in sight. This is embarrassing, pathetic, unsustainable and a national disgrace for Britain’s largest rail passenger carrier. The management, the unions and, frankly, the Department for Transport should all be thoroughly ashamed that we are in this state of affairs. I would guess that it is the single biggest issue at the moment for most colleagues in the Chamber—it will be even bigger than the issue of Europe in some cases. We continue to be inundated by correspondence from frustrated, demoralised and understandably angry constituents.

Last Thursday, by way of example, I was going home in the late afternoon on the Brighton line. I arrived a little early for a train. I actually got a seat on a Gatwick Express train—several other trains had been cancelled. Within minutes, that train became absolutely cram-packed. There were people who had missed other trains going to Gatwick airport. They were going on holiday, going travelling. Before the train left, it was so congested that someone in front of me had a panic attack and had to be helped out of the carriage. I gave up my seat to a pregnant lady, and we had to look after her for the rest of the journey. Passengers were swapping stories: “What time does your plane go? You’re more likely to miss it than this other person.” The situation was absolutely horrific. It was unsafe, unacceptable and a real joke—but a very dangerous joke.

[Lilian Greenwood (Nottingham South) (Lab)]

The hon. Gentleman may find this experience familiar. My constituent Lucy Cooper emailed me on behalf of her daughter, Ellie, who is a Govia Thameslink Railway customer—I use that word advisedly. Ellie described being so packed on a train that the person next to her fainted. The woman was fortunately not hurt, because there were so many people crowded around her that she could not even fall down. Is that not shocking in terms of the level of unsafe practices that are now arising?

[Tim Loughton]

I completely agree. I am sure all of us in the Chamber have similar stories and have had similar emails and letters. Gatwick airport is the gateway to the United Kingdom. Some 40 million people come to Gatwick airport currently, let alone if a second runway is positioned there. What an impression they get of the infrastructure in this country when they have to get on a train in those conditions!

I have with me many emails. One says:

“Yesterday I saw one unfortunate gentleman who became very poorly and distressed after having stood, squashed, for over an hour and a half in full city attire, an older American woman in tears and several hugely upset elderly people and little children who became panicked about the heat and crush.”

There are other people who do not get home until after 9.30 at night, having left the City at 5 o’clock. Someone missed his wedding anniversary. He ended his email to Southern by saying that

“frankly guys it’s not good enough.

Please, give up the franchise.

Please, don’t spend £6m on taxis for execs—please spend it on me.

Please, don’t keep blaming staff shortages—they are equally blaming you and it’s me (and my fellow commuters) sitting in the middle.

Please, remember—until you give up/lose the franchise—you are a TRANSPORT company. So please—transport people!”

It goes on and on. Another email says:

“At the end of the day it would seem to me that Southern and the RMT”—

the National Union of Rail, Maritime and Transport Workers—

“are acting like two spoiled children. Both have their positions and both are refusing to move at all, neither gives a damn about customers. It is the customer that is suffering in all this—it would not be so bad if we had any choice about the train operator that we use (in which case Southern trains would be empty I’m sure)—the fact is Southern have a monopoly and we have no other options.”

Time and again, we are getting emails like that, with no sign of the situation getting any better at all.

[Jim Dowd (Lewisham West and Penge) (Lab)]

Does the hon. Gentleman agree that, although the current dispute has made matters markedly worse, in truth the reason why Southern should relinquish the franchise is that its performance has been lamentable over many years, not just recently?

[Tim Loughton]

Well, the franchise has not been going for that many years and of course we had all the problems supposedly attributable to London Bridge at the beginning of the year, when the situation was bad enough, but it has got hugely worse since then. I will come on to that in a moment—I know that many other hon. Members want to speak.

On Monday, to deal with the crisis, GTR introduced its emergency timetable. That came on the back of the increasing number of planned cancellations, presumably because it reduces the penalties that the company has to pay. It came on top of the loosening of the franchise agreement, which I read about in the newspaper. Hon. Members were given no notice by the Department for Transport or, indeed, the company itself. Given all the interest that had been shown by colleagues here today, one would at least have expected to have been forewarned about that by the Minister. That was, frankly, discourteous and disgraceful and has only compounded our anger with the way the whole dispute has been handled.

When the new emergency timetable came in, what was the result? Last night, I got the figures for the public performance measure for 12 July. With the emergency timetable and 341 planned cancellations—341 fewer trains running—the PPM was 77%; it was barely three quarters on the second day of the emergency timetable. The position was that 2,800 trains ran, 2,172 were more or less on time, 620 were late and 122 were cancelled or very late. The result of the emergency timetable is that there is less choice for customers and more overcrowding, but presumably fewer fines. Extraordinarily, Charles Horton, the chief executive, in his appearance before the Select Committee on Transport the other day, said:

“We expect to see crowding levels evening out because of more regular intervals between trains”

as a result of the emergency timetable.

What sort of weird logic is that? There will be the same number of passengers battling to get a train to or from work, but more inconvenience because of the timings and surely more overcrowding because there are fewer trains to convey them. The extraordinary complacency of that attitude is absolutely baffling.

Specific problems have been caused by the change in the timetable. I am sure that my hon. Friend the Member for Lewes (Maria Caulfield) will mention the suspension of the Lewes to Seaford line in other than peak times—there is a replacement bus service—which includes the cross-channel port of Newhaven, which does not now have a regular daytime train service. It includes one of my local schools. We actually had the platform extended because, with the number of girls from Davison High School in Worthing using that station to go to and from school, it had become dangerous. Now, the only train in the morning arrives at East Worthing station at 5.35 or 7.16, with no further trains getting there until 18:24, and there is a similar lack of trains going home. Therefore, a station that Southern rail expanded to cater for the increasing number of pupils using it cannot be used as a stop for those girls to go to and from school. The crisis that this is causing is absolutely crazy.

The company cancelled 341 trains as part of the emergency timetable. We are told in the briefing note from GTR:

“The number of trains cancelled in the revised timetable is 341 which is broadly similar to the number”

that were cancelled on an ad hoc basis to date.

That is fine: the company is just making it official that it is rubbish—that now it is part of the official timetable that it is officially very rubbish. It is extraordinary logic, and apparently the company has done that without even having to get the permission of the Department for Transport, or so the chief executive claimed at the Select Committee the other day. We would like to know from the Minister how this works. How is it allowed to do this and get away with it, and still have its franchise as the largest passenger conveyer in the country? What are we going to have next? Why does it not reduce the timetable to zero trains and then it would have 100% competence in completing its timetable? That is the logic of where this is going, such is the ridiculousness of the situation.

This is at the heart of the problem. I do not believe that there is sufficient deterrent or incentive on either side, for the management or the unions who are party to these problems, to find a resolution with any sense of urgency. All this time, it is the passengers—our constituents —who are suffering and losing out. We listened to Mick Cash from the RMT in front of the Select Committee going on about how, “We couldn’t possibly, for safety reasons, have driver-only operated trains,” despite the fact those already operate on 60% of Govia Thameslink services and 30% of trains on the whole of the network, and have done since 1985. It is not prepared to sit down and discuss that, and it is not prepared to acknowledge independent studies that have shown that there is not a major safety consideration.

Then we had the management of GTR saying, “We have tried to sit down with them but they are being unreasonable and they are all going off sick deliberately.” There may be some truth in that; they may be cancelling trains deliberately in order to worsen the situation. Frankly, my constituents do not care whose fault it is; they just wanted it sorted. There is, “He said this”, “She said that”, “He did this”, “They did that”—it is absolutely ridiculous. Somebody—frankly, it should be the Government—should get the two parties together and metaphorically if not physically bang some heads together and tell them to sort it or else.

[Sir Nicholas Soames (Mid Sussex) (Con)]

I congratulate my hon. Friend on the way that he is dealing with this debate. It is clear from the statistics, which he will have seen, that the company is suffering from a very high level of real sickness. Clearly, there is something very wrong, or else it has a very sickly workforce. Does he agree that there are ways that sophisticated companies manage things like sickness? Would it not be better if the management of GTR took a great deal more trouble and were more proactive in dealing with the sickness problem?

[Tim Loughton]

My right hon. Friend is right. As somebody who has been even angrier than me in the face of GTR on occasions, he knows that there are solutions to this problem that have not been properly pursued. We are told by GTR that before the dispute happened approximately 21 conductors were off sick at any one time. Overnight, when this dispute came in, that almost doubled to 40, with spikes at three particular depots. Something is clearly up but there are things that GTR could do, whether genuine sickness needs sorting out or it is a form of unofficial working to rule.

I have been trying to get to the bottom of the finances in this whole crisis. In the Select Committee last week, Charles Horton said that GTR’s turnover amounts to some £1.3 billion, with just over 90% of that coming from the fee, paid by the Department for Transport, for running the franchise. The amount of fine—it is really difficult to drill down into exactly how much fine it has paid—seems to be about £2 million. Less than 0.2% of its annual revenue is having to be paid in fines as a result of the incompetent way in which it has run this service. Is that a real disincentive or penalty? I just cannot see how it is.

This is an unconventional franchise. I have tried looking at the franchise: all 668 pages of it. It is the only one in the country where the rail company is paid a fee by the Department and where all the revenue from passengers’ tickets goes directly to the Government. It is difficult to see who loses out when it goes wrong. When the network fails, there is a points problem, a London Bridge problem or whatever, Network Rail pays a penalty to GTR as the operator. That penalty is only paid on to the customer if they actually get round to the complicated process of the compensation payments, so GTR makes a profit, potentially, from problems on the network.

We read in The Times a few months ago—as I said, we were not notified by the Department—that GTR had been in breach of its licence and could have lost its franchise, but instead the Department agreed simply to loosen the targets for GTR, allowing an additional 9,000 trains to be cancelled a year without it being in breach of the reconfigured franchise agreement. These are my questions to the Minister. Exactly how much is GTR losing and what is the financial impact on Government revenue? How much compensation is Network Rail paying to GTR that is not then paid out to customers? What is the impact of the planned cancellations on penalties payable? My understanding is that when there are planned cancellations it does not have to pay the ad hoc penalties when trains do not turn up, do not start or skip stations or whatever. Are there financial implications for the loosening of the franchise and the introduction of this emergency timetable? What this boils down to is how much GTR and the Government have to feel financially pained before they do something urgently to resolve this crisis—and this is a crisis of great magnitude.

The Minister has the power to intervene on behalf of passengers and has made various statements. In yesterday’s Evening Standard she was quoted as saying that

“the real solution is for the RMT to end this dispute and the high levels of sickness amongst its members…we are working with TfL and issued a prospectus earlier in the year for new ways to improve services in the capital.”

That comes after the Mayor asked for GTR to be stripped of its franchise. The Minister has also said:

“Historically the Government doesn’t intervene in industrial disputes.”

But we are now told that a letter has been sent by the Minister to the unions offering some sort of deal. Perhaps she will comment on that and whether it is true, whether she is going to intervene, whether she can intervene and whether she is prepared to intervene. She has said:

“The union is holding commuters to ransom. Again if there was a legitimate safety concern or genuine job losses I would understand but this is a growing industry…This is not about job losses. This is about politics...What do you want me to do, get them in for beer and sandwiches?”

Frankly, that is not good enough and those sorts of sloganising headlines do nothing to get this problem resolved for our constituents. She has really got to get a grip.

There are many other problems as well. Back in January we had a summit in Westminster Hall. It was a very useful meeting. My right hon. Friend the Member for Mid Sussex (Sir Nicholas Soames) was greatly aerated. We enjoyed his interventions at the expense of the GTR management greatly; they were heartfelt and passionate and we all agreed with him. At that summit we had GTR, Network Rail, Department for Transport officials, MPs, Transport Focus and others—there were about 22 or so hon. Members, many of whom are in this room at the moment. We made it clear at that stage that this could not go on. At that stage we were primarily looking at the fallout from the problems with London Bridge, well before these additional problems came along. We were promised a follow-up summit six months on in order to assess the situation. Where has that gone? We have one week to go before the recess and there is no follow-up summit to get everybody together and hold their feet to the fire—in my right hon. Friend’s favourite phrase.

What really struck everybody at that summit was that the head official from the Department for Transport, when asked about taking back the franchise, got up and said, “Well basically, if GTR were not running this franchise—a very large franchise, a complex franchise—I would be the one responsible for it in the Department for Transport, and you don’t want that.” In effect, GTR was told it faced little prospect of us taking back the franchise because we cannot really run it ourselves. What sort of incentive was that for GTR to get its act together if it knows it can get even worse and even then the Government will not intervene and do something about it? I am really angry about this on behalf of my constituents.

[Ms Harriet Harman (Camberwell and Peckham) (Lab)]

I congratulate the hon. Gentleman on securing this debate and I absolutely 100% agree with him on behalf of my constituents that use East Dulwich, Peckham Rye and Queens Road. They will identify completely with the level of total exasperation and frustration. He has diligently gone through all this and has done all the right things, but his constituents’ situations are simply getting worse and are set to get worse still, with disruption to family and working life and downright safety issues. I simply lend him my support and say that my constituents are every bit as desperate as his. We have no tube and we have congested roads, so they cannot go by bus. People cannot lead their lives like this. I agree with him that GTR should be stripped of the franchise.

[Tim Loughton]

I am grateful to the right hon. and learned Lady for that short intervention. She echoes the words of so many of our other colleagues who could not be here, including my hon. Friend the Member for Worthing West (Sir Peter Bottomley), who texted me to tell me that he was stuck on a train somewhere, otherwise he would have joined our deliberations.

Many other problems affect this railway; it is not just the unreliability of when the trains actually run. There is overcrowding, safety is an issue and, at the same time, Southern is trying to close down all our ticket offices. It has only given a temporary moratorium on that—what a stupid thing to do. When the company cannot even run the service, it tries to threaten the easiest way of selling tickets for it. We have the antiquated rolling stock on the west coastway line—the class 313 rolling stock is 40 years old, and has no loos or any other basics. Female constituents have real problems when stranded late at night in stations far from home because a station has been skipped or the last train has been cancelled. It is not just inconvenient; there is danger attached as well.

[Dr Matthew Offord (Hendon) (Con)]

I see that just two of us are here from the northern side of the Thameslink line. Is my hon. Friend aware that yesterday, the 7.34 am Brighton train from St Albans, which was a brand-new train—one of the class 700 stock—broke down, so this is not just about old rolling stock, but about new rolling stock?

[Tim Loughton]

I fear that that is right. Again, we were promised that everything would be so much better because of the investment in rolling stock—that it is all coming in and it is all going to be fine.

Finally, there is the issue of compensation. We are constantly told by GTR, “We have this compensation scheme, which is not easy to administer,” but the amount of compensation that people are getting back for the huge amount of aggro that they face is paltry. Frankly, my constituents are not primarily interested in compensation. They just want a reliable service with a better than evens chance of them being able to turn up at the station and get on a train at about the time they want to catch it, to arrive at their destination within about five minutes or so of the published times, and go about their work or education as normal. That is what they want.

Given the extended, prolonged, intense aggravation there has been, season-ticket holders in particular should get serious discounts. When they renew their season tickets, whether or not they have put in for individual compensation, they should get a serious discount and a very large apology to go with it.

[Nusrat Ghani (Wealden) (Con)]

On compensation, I had an email from a constituent who is losing earnings day in, day out. They noted

“I was unable to travel…due to no trains running between Polegate and Haywards Heath. I was compensated £19 for my daily loss of earnings of £350.”

My hon. Friend also mentioned the situation being dangerous, and I point out that this is not only about people’s jobs being on the line. A constituent of mine said to me that they are so late picking up their child from nursery that they are worried because:

“It is standard procedure that most nurseries contact social services when parents are late.”

The situation is damaging people’s lives.

[Tim Loughton]

That is just another example of the extraordinary strength of the impact on our constituents.

In summing up, I really think, with the greatest respect—and I understand that the situation is complex and challenging—that enough is enough. The Minister has got to get a grip on this. If this has not been sorted by the beginning of September, after the impact of the emergency timetable—and we have had no clear indication of when it will be sorted—GTR should lose its franchise by the end of the year. There have been enough warnings and pathetic excuses about one thing or another going wrong—goodness knows what it will be by the time we get to September—and this has gone on for far too long.

I hope that in response to this debate, the Minister can give a clear indication of what it will take for the company to lose its franchise, if it does not get its act together. At the very least, our constituents deserve a proper and honest answer from her about how she will achieve this and when. We are fed up on behalf of our constituents, who have to take this flak day in, day out. It is not fair, it is not right, and she needs to do something about it—and tell us what—now.

--- Later in debate ---

[Tim Loughton]

From Streatham to Horsham, from Fareham to Bexhill, from Dulwich to Lewes, our constituents are angry, for all the reasons that have been laid out very passionately by the more than 20 Members present for the debate. With respect to the Minister, I did not want a history of the railways. I did not mention leaves on the line. I certainly would not hold up an 83% PPM as a badge of honour, because that means that almost one in five trains are still running very, very late. She said that the company was not in breach. When on earth will it technically be in breach? We need to know that.

I asked about the financial implications for the company and the Government, but answer came there none. Will the Minister please write to us so that we can understand at what point this nightmare will come to an end? The hon. Member for Hove (Peter Kyle) described it as toothache, but the pain that our constituents are suffering is more like serious root canal surgery. My right hon. Friend the Member for Arundel and South Downs (Nick Herbert) said that we need to blame the unions. We do, but we also need to blame the non-21st century management practices of GTR for their not getting around the table and doing something about it.

In none of the vocabulary I heard from the Minister were the passengers the most important part for the solutions we need to achieve. I say to her: I know it is difficult to take back the franchise, but please, please set down some parameters for when such action might be triggered, or tell us what else you are going to do about it.

Motion lapsed (Standing Order No. 10(6)).

Govia Thameslink and Network Rail

Tim Loughton Excerpts

Wednesday 16th March 2016 Westminster Hall

[Tim Loughton (East Worthing and Shoreham) (Con)]

I pay tribute to my hon. Friend the Member for Horsham (Jeremy Quin) for securing the debate and agree with him that this really is déjà vu all over again. For all of us here, the issue is one of the single biggest annoyances in our constituencies at the moment. I get daily emails with progress or lack-of-progress reports from constituents, tweets and other social media. I have taken to having a “Trainwatch” section on my website, where I post, three times a day, the performance or lack-of-performance charts from Govia Thameslink Railway, which are usually a mass of red and yellow showing lateness.

On Monday, I visited the Three Bridges operation centre, so that I could see at first hand how it was dealing with all the problems. It is a very impressive facility where Network Rail works alongside Southern rail. I was taken around by the chief executive, Charles Haughton, and I am grateful to him for the time he took to show me around. However, it is very clear that GTR is still nowhere like on top of the problems. We were shown charts that were not just red, but pink, which is when it is in complete meltdown. The very morning that I was there, the whole signalling structure was outed for some 10 minutes, causing absolute chaos.

I then travelled in the cab with the chief executive up to London Victoria. Again, it was good to see at first hand some of the challenges faced by GTR. Fortunately, the train arrived into Victoria only 10 minutes late. I recognise the problems and challenges of the infrastructure going back to the 1930s, and we heard all about that at the heated meeting with the management and the Minister back on 18 January. We recognise that the responsibility for the problems is something like a 60:40 split, with Network Rail responsible for 60%. However, on the day I visited, it was quite clear that there were problems that were Southern rail’s own making.

I got an email just that morning from a constituent saying that they had just been told that the 7.31 am from Shoreham had been cancelled. At 7.35 am, they saw it shoot through Shoreham station. Later in the day, I found out that, in fact, the train had not been cancelled. There was a problem with the train crew at source. Southern had then chosen to shoot through some stations to try to make up that time, so, effectively, it had lied to consumers. It is no wonder that our constituents are getting cynical about the reasons for some of the delays. I said to GTR that it needs to be honest with passengers. Passengers will understand when major structural problems cause delays, but they need to be told the truth. If trains are to shoot through stations, passengers need to be given good warning of that and told exactly the reason why.

Some of the charts that I have posted on my website are quite appalling. One day, only 51 of 114 Gatwick Express trains actually arrived on time, and 30 were more than 30 minutes late or cancelled. Only two thirds of trains on the Brighton main line arrived on time that day. For people coming into Gatwick and getting on to the Gatwick Express, this is the “Welcome to Britain” sign, and that sort of inconvenience and hassle does not give a good impression of the services in this country.

I praise the social media that GTR is using to try to communicate more, but it needs to be much more transparent about the problems. The issue is having an impact on students in my constituency, who are arriving late at lessons as trains are overshooting their stops. Commuters are saying that they are going to move back to London.

In such a backdrop, the ticket office closures add insult to injury, with closures of the majority of 84 station ticket offices across the south-east. In Shoreham and Lancing, the ticket offices will close. At Worthing, it will be there for peak time only. The closures are supposedly based on a survey of ticket office usage. Nobody knows when that survey happened or how many people were involved. In fact, in Shoreham, the ticket office has been closed on many occasions because of staff illness. That information is not available for the three-week-only consultation that is closing this week. There will then be a week for Transport Focus to decide what recommendation to make but, in any case, it has no veto over GTR’s intentions.

I have had lots of emails, and some 2,300 people have signed a petition in 10 days. Tomorrow evening, I will be holding a meeting with Southern rail. Southern rail managers are coming down to Shoreham where constituents can see them at first hand and get the answers to why we have a shoddy service and why they have this ridiculous idea, in the interests of enhanced passenger experience, to do away with those station ticket offices and replace them with station hosts. Station hosts are there to tell people why the ticket machine is not working, and to deal with the trains coming into the station, and with maintenance and security. If people are lucky, hosts will have some time to advise them on how to buy their ticket.

Finally, there is the issue of the continued closure of the underpass at Shoreham station where, just last week, a 20-year old man was fatally hit by a train. We need to do more to be much more responsive to public need.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

It is a pleasure to serve under your chairmanship, Mr Hollobone. You are always a fount of rail-related humour. I join in congratulating my hon. Friend the Member for Horsham (Jeremy Quin) on securing a very important debate, which we must not shy away from continuing. Members have been very kind about what my Department and I are doing, but we are simply reflecting the concerns of Members and the constituents they serve. It is imperative that we sort the issue out. As the hon. Member for Middlesbrough (Andy McDonald) said, with many more investment projects to happen, we have to learn lessons and ensure that this level of disruption does not happen again.

There was very little that I disagree with in what was said today. We know that performance on this part of the network in the franchise—it carries almost a quarter of all rail passengers every day—is simply not good enough, whether in punctuality, reliability, customer satisfaction or the way people feel they are being treated. A lot of points have been raised today, and I will try to address as many as possible in my closing remarks, but if I do not get to everyone’s, please be assured that I have instructed my officials to take notes and to write specifically in response. It is important, on Budget day no less, to have so many hon. and right hon. Members prepared to come to Westminster Hall to make passionate and compelling cases. We need to keep working collectively on this issue.

I will step through the three root causes of problems on the lines, which I think Members know, and then I will talk a little about what is changing and where more needs to be done. The first root cause—my hon. Friend the Member for Hendon (Dr Offord) made the point compellingly—is that there is a very big improvement project going on with Thameslink and what that entails and the London Bridge reconstruction. It is not just London Bridge, though; Blackfriars is a beautiful station and a wonderful addition to our landscape, and it opened almost without fanfare. We will be unpicking the north-south lines through London and under the Thames so that the constituents of my hon. Friend the Member for Horsham will be able to take a direct train straight through to Peterborough or points in between and access other train journeys. Moreover, they will be able to do so on a brand new fleet of trains, which will start to roll out in the next few months.

I was delighted to welcome the first of the new fleet of Gatwick Express trains. They are purpose-built for people travelling to and from the airport. The first is in operation, and the others will be up and running by the summer. That is tangible evidence of improvement. It is a big package of untangling lines that have not been touched properly in many years, putting in new stations, driving new train paths and providing customers with a much better travelling environment. That is a prize worth having. When London Bridge is open, all the platforms are returned to full capacity and we have many more trains with the ability to take many more passengers, some of the immediate issues will undoubtedly be solved.

[Tim Loughton]

The Minister mentioned Gatwick Express. I saw the brand new trains, which are fitted with wi-fi. I gather that she is in negotiations with Govia Thameslink Railway about upgrading existing rolling stock with wi-fi so that at least our commuting constituents stuck on trains going nowhere can get on with some work while they are delayed. Will she ensure that that happens as a matter of urgency?

[Claire Perry]

I am happy to confirm again that I have committed to roll out free wi-fi in all classes of train travel across England by 2018. Trains coming on to the franchises will be fitted with wi-fi as a matter of course, and trains that are already running will be retrofitted. I hope constituents who are not stuck on trains for longer than their train times will also be able to do some productive work. Wi-fi is an important addition to the landscape.

We always knew it would be tough with London Bridge and Thameslink. Despite what some might say is long-term disruption on the line and fare changes, we have seen incredible amounts of growth on the railway. In fact, travel from Horsham, for example, is up 40% in the past 10 years, so more and more people are getting on trains right across the country. Frankly, successive Governments have neglected to invest in infrastructure. We have all ducked our collective responsibility to invest in trains to get people moving effectively and efficiently around the country. It is vital that we keep the investment programmes growing, because we are now seeing some of the problems associated with passenger growth on lines that have not been invested in.

Underlying all that is a problem that is a little more sinister: even when Thameslink is running—when all the trains are rolling, the system looks great and the stations are open—we still have persistent, daily failures of the infrastructure the trains are running over. Our constituents do not care whose fault it is, and nor should they—that is my job, or at least my Department’s—but around 60% of delays are the result of infrastructure failures such as points failing, signals failing or other things going wrong. That is intolerable. Not only is it intolerable on a daily basis, but the Thameslink programme, which will deliver 24 trains an hour through the centre of London, north to south, will not be able to operate unless those infrastructure problems are sorted out.

The focus for my Department has been working together with Network Rail and the operators, including Southeastern, but I am afraid there is no magic bullet. There is no one thing we can all do. It is about a relentless focus on the day-to-day details of running a railway; and ensuring that, in the morning, trains come out of the depot on time to the second, and that, if there is a problem, it is fixed in the minimum amount of time. People may ask, “Surely that’s just railway 101—why hasn’t it happened?” Of course, it has happened, but the problem is that, under both public and private ownership, the customers have not mattered enough.

Members might be surprised to hear that no measure of lost customer time has ever existed on our railways, other than briefly on the London underground. That is inexcusable. My hon. Friend the Member for Horsham made the valid point that it is the human cost of failure that is so hard, as well as the productivity loss of making millions of people late, day in, day out. We have a record programme of investment in transport infrastructure—it was added to in the Budget today, which I welcome—and it is being done to drive up the productivity of the country, but nobody has ever captured the productivity loss from not running the trains on time. Members will be pleased to hear that I am devoting considerable time to that. I want the volume of people being carried on that part of the railway to really count, so that when infrastructure programmes need to be sorted out, there is even more emphasis on sorting them out. We are absolutely committed to doing that collectively.

Many Members raised driver shortages, which is a historical problem for the franchise. It has been run on a shoestring, with the number of drivers about 6% or 7% below what was required. That sounds like a small difference, but, on a very busy railway, if one driver is not there to run one train, there is an infection of delay right across the network. On its current recruitment plans, which are the biggest in the country, GTR will reach the minimum level—the operational level—in August this year. We have asked it to go further than that by recruiting more so that there is resilience in the system, and it is on track to do that. That is vital.

Several Members made important points about ticketing offices and smart ticketing. A consultation on ticket office changes is going on. Nothing can happen without the Department’s say-so. The future of travel in this country is not orange bits of paper but digital ticketing information being delivered to us through whatever device we choose. In some cases, that might be a bar code printed out on a piece of paper, although as the hon. Member for Luton North (Kelvin Hopkins) said, many customers like to buy a ticket from a person, or at least have some interaction.

We have already invested more than £30 million in the south-east flexible ticketing programme, and there are tens of millions of pounds of further commitment to come. That money has been invested to ensure that the franchises, of which GTR is the flagship, can implement the technology, have the back office and gate their stations so that the Key card—the smart card system—can work. If the Key card system were working, there might be an argument for getting people out from behind ticket office counters and on to the front lines, but I will commit today to having a deep-dive conversation with my officials and the franchise so that we can get to grips with where it is on the roll-out of the Key card and how that relates to ticket office closing hours. If we are going to do smart ticketing, let us do it right.

Oral Answers to Questions

Tim Loughton Excerpts

Thursday 10th March 2016 Commons Chamber

[Mr McLoughlin]

I do not think I need to encourage the Chancellor on infrastructure spending. I have been incredibly successful in securing funding for infrastructure from the Chancellor, who certainly gets the importance of infrastructure investment, not least in the north. Indeed, it is his policy to pursue the northern powerhouse and to take forward transport for the north. That will have a transformative effect on transport between our northern cities and is something other parts of the country are looking to follow.

[Tim Loughton (East Worthing and Shoreham) (Con)]

The Secretary of State will recall the Shoreham airshow crash, which tragically claimed the lives of 11 men in my constituency last August. I just received a call from the media asking for my comments on the air accident investigation board report on the air crash, which apparently is being published today. Why was I not aware of that and what plans do the Government have to respond to it?

[Mr McLoughlin]

I am not sure we do pre-notification of air accident investigation board reports before they are published. I think it is part of the report that is being published later today. I do not think it is the full report, but a part of its investigation. It is taking the opportunity to update people on where it has got to so far.

Shoreham Air Show Crash

Tim Loughton Excerpts

Tuesday 15th September 2015 Westminster Hall

[Tim Loughton (East Worthing and Shoreham) (Con)]

I beg to move,

That this House has considered the Shoreham air show crash and its implications.

On 22 August, a vintage Hawker Hunter jet plane crashed at the Shoreham air show in my constituency. Eleven men tragically lost their lives, and many stories of the personal tragedies that accompanied that loss touched a chord across the nation. It represented the largest civilian loss of life in the United Kingdom since 7/7, and the first fatalities on the ground at any UK air show since 1952.

Those statistics will give little comfort to the victims’ families, and I am sure that I echo the feelings of the whole House when I say that our thoughts and prayers go out to them, and that the first priority remains to give them the support that they will need in these difficult times. Neither should we forget the pilot, who continues to recover from his horrific injuries. I am grateful to hon. Members who have passed on their good wishes and condolences to the families through me.

I am delighted to see the Minister here today to respond to this debate, which is born out of such tragedy. The accident is, quite properly, the subject of investigation by the air accidents investigation branch, and it is certainly not my intention to pre-empt the findings of those investigations. My constituents and others have been at pains not to rush to judgment about exactly what went wrong, or the implications for Shoreham air show—and, indeed, all the other air shows that draw large crowds across the country—until we know the facts of the case. There are some 300 civil flying displays in the country every year, which attract in excess of 2 million spectators. That does not include military displays. The results of the investigation will affect an awful lot of events and displays around the country.

I want to pay tribute to the emergency services, particularly to the first responders who had to deal with the most harrowing scenes, and to those involved in the investigation and clean-up operation in the aftermath of the accident. I want to highlight the fantastic way in which the local community rallied around in light of the tragedy. I want to touch on the implications for dealing with such major incidents in the future, and I want to raise various safety questions that will need to be answered in the fullness of time.

It is worth pointing out that this was an accident—a fortunately rare, but most tragic, accident. The Shoreham air show has been run by the Royal Air Forces Association for the past 26 years, raising more than £2 million for its excellent charity. It is appropriate to mention that today as we celebrate the 75th anniversary of the battle of Britain, where many of the planes that we see and their forebears played a vital role. Today, if the weather has improved, some 40 Spitfires and Hurricanes will be flying over the south of England to mark that anniversary, based at the Goodwood aerodrome near my constituency.

The Shoreham air show has been run for 26 years with an excellent record, and the honorary organiser, Derek Harber from RAFA, has put a huge amount of effort and dedication into the show with his team. I know from meeting RAFA representatives that the safety of the performers, the safety of the spectators and the safety of the local community are always paramount considerations when organising the show, as I am sure they are for all other similar events. The air show is part of the local scene and part of the Shoreham calendar. This year, when the tragic accident happened, more than 20,000 people had come to see the displays. There were 50 planes, including the Vulcan in its farewell and the RAF Falcons parachute display team. The air show has won awards for the best family event in Sussex and the best family air show in the United Kingdom. People come for a fun, thrilling day out. It is also worth pointing out that the air show is held at Britain’s oldest commercial airport in Shoreham, which has had planes flying into and out of it since 1911. A lot of thought and planning goes into the event.

[Sir Gerald Howarth (Aldershot) (Con)]

I am grateful to my hon. Friend for giving way, and I am sorry that I missed his initial observations. He referred to the importance of flying displays, the tradition at Shoreham and the fact that flying displays are hugely popular across the country. They are the second most popular outdoor spectator activity. In my capacity as the president of the British Air Display Association, I can assure him that every air show is policed by a flying control committee and a display director. A huge amount of effort goes into ensuring that such displays are very carefully managed for the protection and enjoyment of the public.

[Tim Loughton]

My hon. Friend makes a very good point. I am grateful to him for the helpful advice that he gave me in the aftermath of the accident, as somebody who knows great deal more about such matters than I do. Air shows are important events, and safety is paramount. The people who oversaw the Shoreham air show were of the highest calibre, integrity and experience. This is not some amateur operation; it is run in a hugely professional way, and quite rightly so. It was a tragic and, as I say, fortunately rare accident, but clearly changes will need to be made to the way in which this and other air shows are run in the future if they are to continue.

The Civil Aviation Authority was right swiftly to take a precautionary approach and to suspend performances by vintage jets until we know more from the investigations. That has affected many air shows already, and it is important to establish exactly what is likely to happen, with some timescales, as soon as possible, because organisers want to start the preparations for next year’s air shows. It is very important for a whole host of reasons that we find out what went wrong and what needs to be changed in the future.

[Sir Gerald Howarth]

My hon. Friend said that displays by vintage jets have been suspended. In fact, it is the high-energy manoeuvres that have been suspended, not the aircraft. The Vulcan continues to perform until 18 October.

[Tim Loughton]

My hon. Friend expertly corrects me with that detail, for which I am grateful.

If a crumb of comfort has come out of this horrible tragedy, it is the absolutely incredible performance by the emergency services and the first responders. Police officers from the whole of Sussex and firefighters from West Sussex, east Sussex, Hampshire and further afield helped out on the day and in the immediate aftermath. The south-east coast ambulance service was on the scene very swiftly, and Worthing hospital took on casualties. Organisations such as the Red Cross, and many volunteers, performed incredibly.

The scene was one of devastation: there were badly damaged bodies and incinerated cars. Fortunately, the impact zone was relatively well contained. I drove along the A27 one minute before the accident, and I was completely oblivious to what had happened behind me until I got home and saw the news. When I drove by, there were 60 or 70 spectators on the verge of the A27, watching the air show from outside the confines of the airport, and traffic was tailing back about 200 yards along the road waiting to get into the air show. Fortunately, I gather, the traffic lights had just cleared green, otherwise there could have been three lanes of stationary traffic at the plane’s point of impact. There were assorted stewards and other volunteers in the area.

Given all that, it is amazing that only 11 people lost their lives. It could have been much, much worse. Just a few hundred yards away there was a big factory, Ricardo, and there were 20,000 spectators enjoying the air display. I am sure that the reactions of the first responders went a long way to avoiding further suffering and injury. The way in which they contained the situation and dealt with 20,000 people in a confined space was absolutely extraordinary. We cannot underestimate the contribution that the emergency services made.

I visited the scene on the following Monday in the aftermath of the crash with the chief constable and police commissioner, and I saw the painstaking work of the investigators. They made the whole area into a grid and carried out a fingertip search for any evidence—and of course, I fear, the remains of the victims—which is why it took some time to establish that the total number of victims was 11. The plane was lifted on the day I visited, and fortunately there were no further casualties underneath it. More than 200 professionals were on site, in appalling weather conditions. The coroner’s office and all her professionals did an outstanding job. It is difficult to fault what went on. A 3D film of the site was taken so that the investigators have a full record of what they have to look at.

The operation was really impressive. All the agencies worked together seamlessly and professionally. Adur District Council and West Sussex County Council both did their bit. All the agencies had prepared, which is important. This was not just a knee-jerk reaction to a disaster; it was a second-worst-case scenario for which the police, ambulances and firefighters had planned. Their plan went into operation, and it worked.

I have met police officers, fire officers and others who dropped everything—some came back from holiday, and others returned to duty—to appear at their desks and do their job without complaint. That is real professionalism. I saw the family support officers working sensitively with the families, many of whom were waiting for news because it took many days before they knew whether their loved ones were among the victims. I saw the Red Cross canteen, with free food donated by Tesco to provide sustenance to all the professionals on the site.

Brighton and Hove Albion football club lent its training centre just down the road, which became the police control centre that fed and watered all the officers. Lancing College provided accommodation and catering just next door. Marks & Spencer sent a consignment of fresh socks down to the site because all the police were getting terribly wet feet in the appalling conditions. Local people baked 500 cakes, which were delivered to the civic centre, many with messages and well wishes to be passed on to police officers, firefighters and others working at the site.

I am proud of that effort, which shows the importance of training and preparation. I hope the Minister will acknowledge that importance. Such training and preparation may be below the radar, and it may be unseen, but it is so important in such rare cases where it needs to kick into action. I hope we will preserve the importance and funding for such preparation.

I am also really proud of my community. There were numerous one-minute silences and one-minute applauses across the area. The old toll bridge just down from the accident site became a focus of everyone’s grief—it became the bridge of flowers, and the air was heavy with the scent. A constant queue of people have brought flowers, tributes, poems and football shirts, which continues today. I noticed a half-bottle of pink champagne, which is of significance to one of the victims. Tributes were paid at the Brighton and Hove football match I attended last Saturday and at Worthing United football club, for which two of the victims used to play. More than 7,000 people came along to the bridge in Shoreham to light candles, with people queuing in the rain for more than an hour.

The local road network was in complete chaos for several weeks after the crash and, indeed, is not back to normal, but the Highways Agency reported that it received the grand sum of eight complaints in the first week, such was the patience of local people who realised the magnitude of what happened. So far, more than £50,000 has been raised by the Sussex Community Foundation appeal. I am helping to organise a memorial service at Lancing College chapel in a few weeks’ time. People and the families can come along to pay their respects and show their appreciation for the efforts of the emergency services.

The first question asked by everyone in Lancing, Shoreham and the wider area was, “What more can we do?” If there is such a thing as a textbook response to such an enormous tragedy, this was it: by our emergency services and the importance of emergency planning, and by the way the local community rallied round, which showed how we all care. I am proud to be their MP.

There had previously been a crash at the Shoreham air show in 2007. Alas, a pilot lost his life, but there were no other casualties, when a Hawker Hurricane ploughed into the downs. Changes were made to the timing of the air show and the flightpath into the air show following that crash, but there are still questions. Should such high-powered jet planes be flying further away from the crowd? The trouble with the air show is that the spectators are not only at the airfield site; they are on the roads and in pubs and houses on the downs for far around to get a good vantage point. Many of the victims, of course, were not actually at, or intending to go to, the air show; they were travelling past on the A27.

With such demanding manoeuvres, are we expecting too much of very old aircraft? This plane was built in 1951, although it had been well maintained, and the pilots who flew it, including the one flying on the day, were highly skilled and highly experienced. I said at the beginning that it is important not to rush to judgment until we have all the facts, but can we make these events safer without losing their appeal? Can we find a practical solution? What is the next step? What is the timetable? I would be grateful if the Minister could comment on that. What lessons can we learn from the emergency services’ operation, and how could those lessons apply to other serious incidents that we need to prepare for across the country? It is important that we do not cut back on training and emergency planning, however invisible it might be most of the year.

I pay tribute to the families of the victims who lost their lives. We must continue to look after them. If there is one crumb of comfort from all this, it is the fantastic performance of our emergency services, who did an amazing job. It is a very demanding job that we would not do ourselves, and they performed it hugely professionally. The community rallied round and appreciates their work. It is a horrible tragedy, but we owe it to the families to get to the bottom of exactly what happened, and we must make sure that we go the nth mile to make things as safe as possible so that we do not have a repeat of the horrible event on the day of 22 August in Shoreham.

[The Parliamentary Under-Secretary of State for Transport (Claire Perry)]

I thank my hon. Friend the Member for East Worthing and Shoreham (Tim Loughton) for his deeply moving and very thoughtful speech, and I congratulate him on securing this debate. I also thank my hon. Friend the Member for Aldershot (Sir Gerald Howarth) for contributing his knowledge of this subject, which is clearly profound.

On Saturday 22 August, 11 people were killed when a Hawker Hunter aircraft taking part in the Shoreham air show crashed into the A27. Those people were going about their daily business: one was working as a chauffeur on his way to pick up a bride on her wedding day; another was taking photographs of the air show from the verge; and others were travelling entirely separately from the air show to have fun, to see friends and to play sport. Tragically, none of those people completed their journey. As my hon. Friend the Member for East Worthing and Shoreham has said, this awful accident resulted in the first loss of life on the ground at an air show since 1952 and the largest single loss of civilian life since the incidents of 7/7. It is a true tragedy.

This debate allows me to put on record my condolences, and indeed the condolences of the Prime Minister and the Secretary of State for Transport, to all those affected, especially the families who have lost loved ones. I also offer my profound thanks to the emergency services, which, as we have heard so eloquently described, responded with professionalism and effectiveness in the face of what must have been a harrowing task—the first responders, the police officers and the fire service personnel. We have heard how those people were supported by members of the local community, both on that tragic day and since. I have asked the question and am pleased to know that counselling and support is available for members of the emergency services who need it. Emergency service personnel and West Sussex County Council are working to provide post-traumatic counselling for those affected by the crash.

I express my admiration for my hon. Friend, who worked tirelessly on what must have been an extremely difficult day, and over the difficult weeks since, to help the local community come together, to further the investigation and to ask tough questions to ensure that this does not happen again. I understand that he is involved in discussions with the community about an appropriate service of memorial. This is a deeply personal and local matter, but the Government stand by willing to help and support in any way we can.

It might be helpful if I set out exactly what is happening with the investigation timetable, and hopefully I will answer my hon. Friend’s questions during that process. As he knows, the air accidents investigation branch is in the careful and forensic process of investigating the causes of this accident, and it is working to ensure that such an accident cannot happen again. There has been a preliminary report on the circumstances of the crash, and he will have seen some of that information. The weather was good and the aircraft met its pre-flight checks. The aircraft was conducting a high-energy manoeuvre with both a vertical and a rolling component and, following the subsequent descent, it did not achieve level flight before striking the westbound carriageway of the A27, with tragic consequences. It was truly chilling to hear how it could have been so much worse if the timings had been different by even a split second.

I cannot speculate on the causes of the crash beyond what was stated in the preliminary report, and I do not want to pre-judge the outcome of the AAIB’s investigation, but I reassure hon. Members that action is already being taken to ensure that we learn from this tragedy and prevent it from being repeated. Three things are happening.

First, the Civil Aviation Authority, which is responsible for regulating the safety of air displays, has acted promptly. It grounded all Hawker Hunter aircraft immediately and indefinitely on Saturday 22 August and has limited flying displays over land by vintage jet aircraft to fly-pasts. High-energy aerobatics, as my hon. Friend the Member for Aldershot said, have been banned.

Secondly, following the accident, the CAA is conducting additional risk assessments of all future air displays and has already introduced additional precautionary measures at some locations, resulting in changes to the displays flown. Given that this weekend is the 70th anniversary of the battle of Britain, a number of shows are being planned. Duxford air base, which many hon. Members will know, has already made changes to its display to offer more protection for the surrounding infrastructure and area.

I am sure that my hon. Friend will join me in welcoming such a thorough and comprehensive immediate response to the incident. It is clearly appropriate. As he said, it is not the time for knee-jerk reactions. As he also said, air shows are a proud tradition in the UK, with many local events providing a centre point for the community. What made the Shoreham accident all the more tragic and poignant is that so many local families were involved, attending what had become a much-loved local event. It illustrates the need to ensure that we mitigate any future safety risks proportionately. We do not want to be heavy-handed, potentially ending the much-loved tradition of local air shows, which support local economies and charities, and more significant national displays that support our proud national aviation industry.

As my hon. Friend knows, to ensure the most appropriate long-term safety solution, the CAA has commenced a full review of civil air display safety standards. Although this is not an exhaustive list, it will consider: the range of permitted manoeuvres for aircraft, particularly high-performance or vintage jet aircraft; the content of the air display; the location and characteristics of the air display venue, taking particular account of the surrounding land and infrastructure. The review will conclude by the beginning of next year, but an interim report will be produced next month. The CAA has appointed an external challenge panel to test the report’s findings. The panel will be led by Geoffrey Podger, a gentleman with extensive experience of internal and external communication and risk-based regulation policy and enforcement.

The CAA has also committed to acting immediately as necessary on any new information that emerges from the current AAIB investigation. The safety of the public is of paramount concern, and of course the Government support the independent investigation and review in order to ensure that they happen in an appropriate and timely manner. On conclusion of the processes, we will give further consideration to any additional legislation that may be required to ensure that safety is maintained.

In my view, the CAA’s response to this terrible tragedy is sensible and proportionate. My hon. Friend asked me to put on record the result of careful contingency planning for emergencies, and I am happy to acknowledge its importance and the need for continued training in emergency preparedness. I am happy to provide him with that reassurance.

Of course, none of this can bring back the people who so tragically lost their lives. Again, I put on record my condolences and those of the whole Government to the families of the victims and those who had to deal as part of their professional or voluntary jobs with the horrific consequences of the incident. It has been a truly testing time for the local community, and it was heart-warming to hear from my hon. Friend how the communities pulled together with clean socks, cups of tea, cakes and flowers, and have come together to acknowledge the scale of the tragedy and memorialise the work and lives of those who so tragically lost their lives.

[Tim Loughton]

I am grateful to my hon. Friend for her comments. She has made a point that I neglected to make and want to reinforce about the importance of providing support for the emergency services. Those first responders and those involved in the clean-up operation afterwards saw some extraordinarily harrowing scenes. Many of them suffered as a result, and they may not realise it until some time later. Does she agree that while it is obviously important to provide support to the families of the victims, we should not neglect to ensure that full psychological and other services are available for those on whom we depend to be professional, who are human just like us?

[Claire Perry]

My hon. Friend makes that point well. We are asking people, in the course of their daily work and lives, things that are beyond the imagination of anyone in this room. I was delighted to ask specifically that facilities were in place to ensure that members of the emergency services receive all the counselling and support necessary.

It is a tribute to my hon. Friend’s energy and commitment that he has secured this debate. It was a tragedy of immense proportions. The immediate response has been proportionate and sensible, and a forensic review is going on to determine what more is required to ensure that we have safe air shows in future. I thank my hon. Friend for securing this debate.

Southern Railway (Performance)

Tim Loughton Excerpts

Wednesday 8th July 2015 Westminster Hall

[Crispin Blunt]

As my right hon. Friend says, he won. Given the number of hon. Friends who wish to contribute, I will try to restrain my remarks, despite the immense pain felt by my constituents because of Southern’s service. I have been president of the Redhill, Reigate and District Rail Users Association since my election in 1997, and I have never known anything like the situation that we face today. I do not say that Southern has been a beacon of excellence throughout that period, and my commentary on the performance of the company overall is that it seems focused on the interests of its shareholders rather than its customers. When service improvements such as increased train lengths during out-of-peak services are put forward, there is then an issue of cash and cost, and it appears that service levels for customers are a secondary consideration.

We face a company that has managed itself extremely tightly. The disaster over the introduction of the London Bridge upgrade scheme has seen company performance levels totally collapse, to the cost of the people we serve. My right hon. Friend the Member for Arundel and South Downs has already illustrated some of the highlights: the five-hour delay on 30 April and the 230 cancellations and significant delays as recently as last week, on 1 July. Southern’s performance in the heat was worse than any other company’s.

The daily commute has become a wholly unpredictable experience, with the consequences that the hon. Member for Dulwich and West Norwood (Helen Hayes) mentioned. Too often it is a nightmare for the people we represent, so Southern’s levels of satisfaction being at the bottom of the league table are not remotely surprising.

I want to turn to issues specific to Reigate and Redhill, given where my constituents sit on the line.

[Tim Loughton (East Worthing and Shoreham) (Con)]

Or stand.

[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.

--- Later in debate ---

[Tim Loughton (East Worthing and Shoreham) (Con)]

I congratulate my West Sussex neighbour, my right hon. Friend the Member for Arundel and South Downs (Nick Herbert), on securing the debate and on the robust way in which he introduced it. Other hon. Members have given the same reasons for complaint about the appalling service from Southern rail: poor timekeeping; cancellations; diversions; overcrowded trains; poor value for money; the rarity of refunds; the extraordinary coincidence that many delays seem to amount to 28 or 29 minutes, just below the 30-minute compensation threshold; and appalling communications when things go wrong. Problems are compounded for pedestrians as well. In my constituency and in Worthing West, delays while level crossing barriers have been down have meant pedestrians and motorists having to wait for 48 minutes out of every hour in some cases. Commuters on trains are therefore not the only people affected.

My constituents travel along the coastal strip—often having to change at Brighton—come into London and go to Gatwick airport. If that airport is to be expanded, when the issue is finally decided, having a reliable rail service will be an essential factor, but that is another argument for another day. The Southern rail problems go well beyond the ubiquitous, traditional excuse that always used to be trotted out of the signal box fire at Penge or the landslip at Balcombe.

I will not repeat everything that has already been said, but I will quote from two complaints that I have received from constituents in the past week. Last week a constituent left West Worthing at 10.32 am, heading for London Victoria. The indicator board stated that the destination was Haywards Heath, not London, but the train was cancelled due to electrical supply problems in the Purley area. She caught a later, stopping service to Brighton, but it arrived late, and the connecting fast service to London was announced as being delayed due to

“awaiting a member of train crew”.

Eventually she arrived at London Victoria some 23 minutes later than she had intended.

On the return journey, the 15.52 from Clapham Junction to Ore and Littlehampton was delayed because of the incoming journey, which had in turn been delayed by speed restrictions imposed because of the heat—that is the seasonal version of leaves on the line. Departure was at 16.12 and the service was 20 minutes late into Haywards Heath. A problem developed with the doors of the front portion of the train after splitting, so there was a further delay while the driver tried to reset the electronics. The late-running 17.03 Littlehampton and Eastbourne train arrived on the adjacent platform and detached, and my constituent says that

“we were advised to get off our train by our guard and board the Littlehampton part of the other train as that was going to leave first.

As we were boarding the train, platform staff were then telling us to reboard the train we had just got off because THAT one was going to depart first.

We then all reboarded the original train.”

Eventually, my constituent departed Haywards Heath at 17.11 and

“arrived at Preston Park where the driver announced that the Brighton signalman had decided to divert the train to Brighton and terminate it there, and passengers for coastal stations through to Littlehampton to alight at Preston Park and catch the following late running train (ie the one we had got on and got off again).

(How does diverting and then terminating a late service get counted in the ‘performance statistics’, or is it a canny way of not being counted at all?)”

I hope you are keeping up with “this farce”, Mr Turner, because then:

“Four carriages of passengers got off the train.

The indicator board and automated announcement at Preston Park then ‘advised’ us to ‘please stand clear of the platform as the next train will not be stopping at this station’,”

because that service was not scheduled to stop at Preston Park. Fortunately,

“it did, four carriages of people reboarding a train that they had already boarded once and then had to get off earlier in their journey”,

eventually arriving at West Worthing at 18.59,

“48 minutes later than scheduled.

Any apologies/communication etc. from Southern? Why bother asking—the poor guard knew as much as we did! Did Southern care or think about the passengers as we were being told to get off trains, get on others, only to then get off what became a diverted and terminating train, and reboard another, yet again. What about people with children, children in buggies, people with mobility problems, people with cases and large bags? Any thoughts about them from Southern”?

Of course not.

“My overall journey was delayed by more than one hour, and according to the delay repay leaflet I should be entitled to compensation ‘made in respect of the OVERALL delay to the planned UK rail journey’.

Will I actually get that?

I suspect not, because on previous occasions when similar delays have occurred on my daily outward and return journeys, Southern have only compensated me for a single journey delay of over 30 minutes…Over the last few months the 10.30 and 11.06 West Worthing-London services, on the Tuesdays that I have to catch them, have all regularly been cancelled”

or late.

My constituent also asked:

“I would also like to know why the real time train running app from Southern shows those cancelled services as ‘running on time’. Another example of totally inaccurate and misleading information that passengers have to endure from a company that doesn’t know how to provide clear, timely, accurate, consistent information from its staff, indicator boards or announcements.

Southern rail services are beyond a joke for those of us who have to use them regularly and I think my experience from yesterday is a graphic illustration.”

[Nusrat Ghani]

My hon. Friend raises a valid point about customer experiences, which do not seem to be heard about at the top table at Southern or Network Rail. Will he join me in urging the Minister to call on Network Rail and Southern to convene regular meetings with passengers so that they can share their real day-to-day experiences on the line?

[Tim Loughton]

I absolutely urge that. Communication is the heart of the problem. If there were real reasons for the delays, and those were communicated properly, there would be greater understanding, and surely also better ways of getting around the problems.

I will quote one final constituent who wrote to me a couple of days ago:

“I am writing to inform you that I believe that Southern Rail has lost its strategic direction and has lost the respect of both its customers and its staff. The Performance Plan published by Southern Rail clearly shows a continuing and substantial reduction in the quality of service over a three-year period and the management of changes at London Bridge further demonstrates a lack of planning and the mitigation of risk. Credibility has been further lost by the recent publication of changes to services to improve performance by reducing the level of service being provided.”

Poor communication, poor timekeeping, poor value for money and a worsening situation: things are not getting better, and given the rising demands on our rail service and the increasing population in the south of England in particular, they can only get worse. Frankly, the rise in passenger numbers that the rail companies always quote to us as some sign of satisfaction has come about because our constituents have no choice but to catch trains if they are heading northwards into London. The fact that they do not get proper compensation payments only adds insult to injury. This has gone on for far too long, and our constituents deserve better.

--- Later in debate ---

[Chris Philp (Croydon South) (Con)]

I add my voice to those we have heard this morning lamenting the woeful performance of Southern railway over the past year or two. There are four principal problems, which other hon. Members have already alluded to: consistent lateness; excessive cancellations; short trains that lead to the gross overcrowding we have already heard about, which is particularly difficult for pensioners and people with disabilities; and the practice of station skipping, when a station stop is missed out to catch up on journey time. I strongly suspect that station skipping occurs so that services can get just inside the half-hour delay repay deadline. My own local station, Coulsdon South, appears to be a particular victim of that insidious practice.

The figures tell their own story. As recently as three years ago, the performance and punctuality measure on Southern was around 90%—I know there are other measures, but that one is published most often. Over the past two or three years, that figure has consistently declined, month on month, and now sits at only just above 80%. That is far too low. If we compare that with other parts of the railway system we can see how woefully bad it is. For example, London Overground, a metro railway run by Transport for London, has a PPM figure of 95%. That shows what can be done with a well organised system.

Southern’s figure of 80% is the worst in the United Kingdom. We are not complaining about the structure of the railways in general, but about this particular line, which is the worst in the country. My hon. Friend the Member for Croydon Central (Gavin Barwell), a party Whip, is in the Chamber; I know he shares my views on this terrible service, which affects his constituents every bit as much as mine.

I deplore the fact that in the document on improving performance on Thameslink and Southern, published a few months ago, the targets for improvement are extremely unambitious. The 2015-16 target for PPM is only 81%, barely better than what we are experiencing at the moment; it is an unacceptably low aspiration. Even by 2018-19, nearly five years away, the aspiration is only for 87%, still below where the railway system was a few years ago.

The problem is perhaps best illustrated by a few tweets I have recently received. One is from a gentleman I know quite well, who tweets as MaximusThurbon—I think he is modelling himself on the guy from “Gladiator”. He says:

“Train late this morning by 10 minutes, train home cancelled. Another normal day on Southern”.

Another tweeter said that

“evening rush hour can only mean one thing…Southern network delays and cancellations!”

Another person said that

“Southernrail provides a horrific service”.

Another said:

“It’s starting to turn into a full time job filling out the delay repay forms”.

It is no surprise, therefore, that when rail users are surveyed, satisfaction is very low. The consumer organisation Which? recently found that Southern railway had the second-lowest satisfaction rating of any train operating company in the country and the worst satisfaction rating for delays. Moreover, figures from Transport Focus, which my right hon. Friend the Member for Arundel and South Downs (Nick Herbert) mentioned, have seen Southern’s passenger satisfaction rating slump from 82% to 72%—once again, the lowest level in the country. Most tellingly, however, the satisfaction rating among commuters using the line is just 60%. I contrast that with the figures for lines such as the Heathrow Express, which has a 94% satisfaction rating; the east coast main line, which has a 94% satisfaction rating; and a railway system called First Hull, with which I confess I am unacquainted, but which has a 96% satisfaction rating. So why does our local railway have only a 60% satisfaction rating among commuters?

I would like the Minister to reply to two or three points, because I know she is working hard to fix these problems. First, will she confirm that she is chairing weekly meetings of a taskforce with Southern railway and Network Rail to fix these problems? Secondly, will she consider improving the compensation system, perhaps by having better publicity and by reducing the threshold to 15 minutes, as the right hon. Member for Carshalton and Wallington (Tom Brake) suggested? I certainly endorse the suggestion from my hon. Friend the Member for Reigate (Crispin Blunt) that we have an automatic refund so that, where a commuter says, “I am always on the 8.30 train,” and that train is late, compensation is automatic.

Will the Minister also consider fining the operating company for station skipping—a problem that affects my local station?

[Tim Loughton]

Hear, hear.

[Chris Philp]

Thank you.

Furthermore, if things do not improve in a reasonable time—say, one year—the entire operation of the franchise may need to be looked at again.

Oral Answers to Questions

Tim Loughton Excerpts

Thursday 5th March 2015 Commons Chamber

[Mr Speaker]

From the Romans to Ruskin: the right hon. Gentleman, who is, by common consent in the House, an extraordinary individual, never disappoints.

[Tim Loughton (East Worthing and Shoreham) (Con)]

10. What recent progress has been made on the proposed improvements to the A27 between Worthing and Lancing.

[The Minister of State, Department for Transport (Mr John Hayes)]

Prior to the announcement of the road investment strategy in December 2014, I had the joy of touring the A27. Since then, the Highways Agency has started to realise our commitment to improve that road at Worthing and Lancing. To date, agency officers have held initial meetings with key stakeholders and begun work on the detailed traffic models required for this exciting scheme’s development.

[Tim Loughton]

The Minister will recall that there was dancing in the streets back in December when the Secretary of State announced the enhancements to the A27 around Arundel and Worthing. That dancing has subsided a little as the feasibility studies go on. Will he update the House on progress, on when we will hear further news about the likely work, and on the possibility of including some tolling at pinch points and flyovers, including on the old Roman bit?

[Mr Hayes]

It has been said, Mr Speaker, that I never disappoint, but I do sometimes surprise. I am delighted, therefore, to tell my hon. Friend that I will not merely update him on progress but can reveal that we will publish the feasibility study, a result of his efforts and our endeavour, immediately. I will let him have this report, which details exactly how we intend to move forward, shaped and informed by his efforts and those of his friends.