Southeastern Train Services

Tom Tugendhat Excerpts

Wednesday 2nd March 2016 Westminster Hall

[Tom Tugendhat (Tonbridge and Malling) (Con)]

It is a pleasure to be here under your chairmanship, Mr Evans. I pay tribute to the hon. Member for Eltham (Clive Efford) for calling this important debate. I stand here as the representative of two communities—the one that relies on and is tortured by the Tonbridge line, and the one that is tortured by the Maidstone East line. On their behalf I voice my displeasure at Southeastern’s woeful performance, not just in the past three months, which—let us face it—have been particularly awful, but in the 10 months for which I have represented my constituents, and indeed many years before that.

I have had the great privilege of meeting some people from Southeastern, and only this week I heard that they believed they were still meeting their franchise targets. I do not know quite to the smallest detail how the franchise targets are met, but if their belief is correct it tells me something simple—that the franchise targets are wrong. It cannot be right that one in five trains is coming in late, leaving workers late for meetings, leaving families without a father or mother at home for dinner, and forcing people to change plans—and that that is still somehow acceptable in relation to meeting targets.

[Rehman Chishti (Gillingham and Rainham) (Con)]

I share my hon. Friend’s concern about Southeastern’s performance. I have travelled by train for the past 15 years, but now, as a Member of Parliament, I do so every day; and it is the regular day in, day out delay, even if it is a few minutes, that means a lot to my constituents. If Southeastern cannot perform it should do as c2c does. After two minutes, if there is a delay, there should be automatic compensation for constituents.

[Tom Tugendhat]

I agree entirely and thank my hon. Friend for his comments. I have spoken to the Rail Minister about it, and am delighted that she is in her place, because I know she is addressing those very points. I know I am not speaking against her but in support of her as she fights for all our constituents.

[Gareth Johnson]

On that point about compensation, does my hon. Friend agree that the “delay repay” scheme should kick in far earlier than the 30 minutes that the hon. Member for Eltham (Clive Efford) alluded to? Perhaps compensation for passengers who are delayed should commence after 15 minutes.

[Tom Tugendhat]

My hon. Friend is right; we need to get responsiveness into the system, and the way to do so, I am afraid, is through the pocketbook, as we all know.

I was canvassing in Old Bexley and Sidcup this weekend for the Conservative party’s wonderful mayoral candidate, my hon. Friend the Member for Richmond Park (Zac Goldsmith). I know that he will be working hard on this issue and ensuring that the trains respond significantly better to his constituents, although perhaps not mine. In his seat as well, the pressure on the trains is great, so I hope he will forgive me as I take his name in vain and press for a better service in Old Bexley and Sidcup.

I have been calling for more rail carriages on the Maidstone East line in my own area. The carriages introduce at least an element—I know that is not all of it—of resilience and flexibility into the system. That is why I raised only this week with Southeastern the question of what more it can do. It said, “Well, we could have a few more drivers on stand-by.” I asked why it was not doing that, and it said, “It’s not about the money.” I ask Southeastern again here today: why is it not doing that? If this is not about money, and if more carriages and more drivers allow for a bit of resilience and flexibility, surely that is the right thing to do for people across our county.

This is a county-wide problem. Tonbridge is the heart of the Kent rail network and, as Members will know, is the most important rail exchange in the county. Indeed, it has running through it one of the longest pieces of straight track in the United Kingdom. It was built in days when the Victorians did not value the land around the beautiful weald of Kent or the extraordinary richness of our communities. However, that is not true today. Our communities are the most blessed and the most beautiful in our country, and those train lines now provide the opportunity for some of the finest people in our entire kingdom to get to work and to generate the income that pays for the schools, hospitals and, indeed, armed forces across our country. It is therefore essential that we look at these rail networks not as a luxury—they are not that—or as some way of getting people home or to work on time, with 15 minutes here or there being just a problem, but as a fundamental part of the British economy.

It is essential we get this right, and the only way to do that is by holding the people who run the rails and the trains to account. This is not a question of public ownership or private ownership. It is not an ideological question for us to discuss; I think one Member of the House of Lords recently described the Opposition as “croissant eating”. No—this is a very important question about how we deliver results for our people. I am adamant that we forget the ideology and focus on what matters: delivery, delivery, delivery.

Southeastern Rail Services

Tom Tugendhat Excerpts

Thursday 28th January 2016 Commons Chamber

[Robert Neill]

I am sure we would all echo that. My hon. Friend is quite right. According to my information, well over 20 rush-hour trains from Kent to London were cancelled because of overrunning engineering works. Sometimes, the delays were over two hours, which affects my constituents at Bromley South station, many of whom use those trains into London. So there is a real problem here.

I have quoted from the official statistics, but people sometimes think them dry and remote, so I want to read out some of the experiences put to me directly, either on Twitter or by email, which I think capture the problem. These are people talking about their problems on Southeastern trains. In my constituency, people pay £1,600 to £1,700 a year for a season ticket. One reads:

“People’s lives are literally being made a misery by Southeastern trains”.

Another reads:

“The service I have personally experienced this month has been shocking, almost daily delays”.

A third reads:

“I got to the train on time, but the train itself seldom runs on time because of track problems, congestion, lack of stock, no drivers—not on”.

I cannot disagree with that. I use the service myself on an almost daily basis to come to Westminster, and I now factor delays into my journey. It is absolutely ludicrous.

A fourth quote reads:

“Weekend engineering works mean no trains and earliest bus doesn’t get me to work on time so no overtime for 5 weeks”.

This is somebody on low pay whose job is being made a misery by this poor performance. “Not value for money” says another—well, you can say that again! Another reads:

“There is not enough time to write all that is wrong”.

Even this Adjournment debate is not long enough to expand on all that is wrong.

I have two final quotes. The first reads:

“The delays happen on a daily basis. My train is delayed again…use the Hayes line for a week, you’ll see.”

That is in the constituency of my hon. Friend the Member for Beckenham (Bob Stewart), and is wholly within Greater London. One final quote, for those further into Kent:

“7.40 Dunton Green to London delayed this morning to let 2 fast trains through. Are Metro customers 2nd class citizens?”

That is the feeling actually. There is an inherent conflict or tension in the Southeastern trains franchise, as currently constructed, between the high-volume and frequent demands of the inner-suburban services, such as in my area, and the demands of those coming from further into Kent.

[Tom Tugendhat (Tonbridge and Malling) (Con)]

I assure my hon. Friend that the frustration of the inner-London customers is shared entirely by those a little further out. I have the great privilege of representing people who use the Tonbridge line, the Maidstone East line and the Medway Valley line. All three have had a woeful service for as long as I can remember. A survey I put out recently found that nearly 90% thought the service had gone downhill since Christmas, which is really saying something, because it was hardly uphill before then. I urge the Minister to do exactly what she has been talking about, which is to hold these people to account, get the money back off them when they fail and make sure that privatisation works by making the companies pay.

[Robert Neill]

My hon. Friend is absolutely right, although it is worth stressing that the failures are not just with the privatised train operating company, but with the publicly owned Network Rail. I draw a contrast between this line, which I now use, and the line I used before I moved to south-east London, the c2c line, which is also privatised but which has hugely improved its performance and satisfaction levels since it was privatised. So this is not an ideological issue; it is about sheer competence, and that involves enforcing the terms of the contract.

--- Later in debate ---

[Claire Perry]

I shall be happy to have that conversation. The hon. Lady probably finds it as frustrating as I do that selective door opening works perfectly well in some parts of the country and not in others. There may well be very good operational reasons for the need for a software change. I will certainly look into the matter.

[Tom Tugendhat]

The Minister said that Transport for London might take over some metro services. I understand that, but my constituents are rightly concerned about the fact that we do not have a vote on the mayoralty of London, and therefore have no democratic control over Transport for London. They fear that Transport for London would ignore our area in favour of those who would—how can I put it?—benefit more electorally from the change in service.

[Claire Perry]

If my hon. Friend will bear with me and can spare the time, I will say a couple of words about the genuine consultation that we are running. The change could indeed solve some problems, but I know that constituents outside the London boundary have real concerns.

The intention is to complete the review very quickly and secure a final decision on the business case in the next couple of months, so that, if it makes sense, the extra capacity can be put on the metro services by the end of the year, with an additional slug of capacity to come in 2018. Southeastern has already added 95,000 seats to the network, although it is a bit like the M25: as soon as the seats are provided, people travel, because they feel that they can now get on to the trains. In some instances, we are running to stand still.

Southeastern has also refreshed and improved its trains. I sometimes get on to a train and think, “This looks nice”, and then remember that it is a 40-year-old train that has been repainted. What we want are trains that look good, provide capacity, and have state-of-the-art toilets, and some of that has been achieved on this line.

Let me now deal with the issue of performance. Basically, people can tolerate a great deal if their trains run on time, but I know that my hon. Friend shares my disappointment at the fact that this franchise holder has not met its public performance measure targets at any time over the last year—well, it may have done so on a daily basis, but not on a monthly basis. I can tell my hon. Friend that 60% of that failure is infrastructure-related, about 25% is the fault of Southeastern and involves issues related and unrelated to trains, and the rest is “train operator on train operator” stuff. I do not think customers care about that. My hon. Friend is right to say that we can demand improvements through the franchising programme, we can hold operators to account, we can demand plans and we can issue financial penalties, but what we actually want to do is run a reliable railway. I also make the following commitment to my hon. Friend and the House. Although the quadrant taskforce has been running and there has been an unprecedented level of co-operation between the operator and Network Rail, the industry needs to do more. I will be having that conversation with it in the next few days.

It is crucial, not least for the delivery of the Thameslink service which is so important in increasing the number of journeys through the core of London, that the outer bits of the track work effectively. Not only are the current levels of delays unacceptable, and in some cases inexcusable, but we have to get this working right to get the benefit out of the £6.5 billion the Government are investing in Thameslink. We have to keep demanding that Southeastern and Network Rail work together to keep the disruption to a minimum.

There have been some changes, although that is not always obvious. There have, for example, been small changes such as putting relief drivers at Cannon Street, so if there is a delay drivers are quickly on hand and do not have to move around; continuing to review the timetable to make sure there is resilience should there be a delay; and making sure trains leave the stations and the depot exactly on time—not 10 or 20 seconds late—because in a busy stopping service all that builds up.

I am very sorry to say one of the great causes of delay is trespass and suicide on the line. Someone takes their life every 30 hours on the national rail network. That causes an immense amount of delay and is, of course, often a dreadfully distressing experience for the staff and train drivers, as well as there being the tragedy of the loss. I know that Southeastern and the whole industry are working closely with the Samaritans to try and reduce that.

On compensation, in an ideal world we would not be paying it at all because the trains would be running perfectly on time. I am keen, however, to reform the delay repay scheme. It is already among the most generous in Europe; train users in other countries do not get a lot of money back. However, although in delay repay we have one of the most generous compensation schemes, we want to go further. As the Chancellor said in his autumn statement, we want to take the time at which the clock starts ticking from 30 minutes to 15 minutes, which will start to address some of my hon. Friend’s constituency problems. I expect to make announcements on that shortly. We are gearing up to reform that and I will have further details on it.

I also want to point out to the House the London Bridge improvements. There is light at the end of the tunnel. Part of that station will be open in August of this year, although there will be continued disruption to some Southeastern services. I urge the operators and all Members to make sure everyone is fully aware of those changes. By 2018, when this station opens, it will be a brand-new, state-of-the-art station with much more capacity, able to run many more services through the core of London.

Airports Commission: Final Report

Tom Tugendhat Excerpts

Thursday 26th November 2015 Commons Chamber

[Tom Tugendhat (Tonbridge and Malling) (Con)]

Thank you, Mr Deputy Speaker, for allowing me to respond to the launch by my hon. Friend the Member for Bromley and Chislehurst (Robert Neill) of an airport expansion project into Kent and East Sussex. It will not surprise him to hear that that is not the answer I would favour, and neither would it be favoured by many of my friends, colleagues and neighbours in west Kent and Sussex. That is not the answer for the simple reason that it is the wrong answer for people in the London area and the south- east; it is wrong for the country and for our economy. It will not answer the question of economic development or of replacing Schiphol or Charles de Gaulle airports, and it will not answer the challenge that was put so eloquently by my hon. Friend the Member for St Austell and Newquay (Steve Double), who spoke about the need for hub airports. It is wrong, wrong, wrong, and just because someone does not like Heathrow does not mean that the answer is Gatwick.

Three years and £20 million has been spent on this report, and it should not be reversed by a few words in this House. It has taken many years of effort, and it is now the right time for us to settle down and get on with things. When we consider the economic development of the United Kingdom and the challenges that globalisation presents us with, there are those who say, “Why can’t we use Skype or videoconferencing?” The simple answer is that we are humans. We interact, meet and talk, and that is how we do business and communicate.

It is essential that we travel, and part of that demands that we can get to places where we need to be. Although I like the idea of Birmingham, and I would love to see more investment in Manchester, Glasgow and Edinburgh, in reality, sadly we are all lured to this den of Mammon, this city of London, because it is here where so much of our business is done. I wish it were not so, because in my community of Tonbridge, Edenbridge and West Malling, there is so much opportunity for people to enjoy a proper life that is not ruined by the traffic and the smog that we in London all know.

[Stephen Hammond]

My hon. Friend makes a powerful case for his constituents and for the UK. The other den of Mammon in the world is New York, but that does not have a hub airport. No hub airport anywhere in the world is restricted to three runways, and therefore there is an internal contradiction in the report. New York has three airports—we could also run the New York solution in London.

[Tom Tugendhat]

My hon. Friend makes an excellent point, but even he will recognise that if we were looking at the United States—I wish people a very happy thanksgiving—we would consider the 50 states and ask, “Where is that den of Mammon?” I think we would all say, “It’s Chicago.” I am afraid that Chicago O’Hare has the appeal that productivity comes from a hub airport.

There is enormous pressure on time, so I will say only that having had Gatwick as a neighbour for a number of years, I have seen what a bad neighbour it is. It has changed flight routes, narrowed flight paths over communities in my area, disrupted lives and ruined sleep—including that of my most immediate constituent: my wife—and it has made the lives of many people in the villages of Penshurst, Chiddingstone and Hever an absolute misery. I urge hon. Members to think hard before rejecting the amount of work that has gone into this report, and before rejecting this opportunity for economic growth for the United Kingdom, so that we can take back our rightful place as the absolute centre of the international community.

Southern Railway (Performance)

Tom Tugendhat Excerpts

Wednesday 8th July 2015 Westminster Hall

[Tom Tugendhat (Tonbridge and Malling) (Con)]

Thank you for calling me, Mr Turner. I will be brief, because the points covered by many of my hon. Friends have been extremely clear and relevant to Southern railway users at the stations of Cowden, Hever and Edenbridge in my area, all of which suffer badly from a poorly run service. These people are not, of course, merely using the rail service for the hell of it or for recreation—it is a means of getting to work. People are paying £3,740 for annual season tickets so that they can do the jobs they are employed to do. Yes, some work in the City, but many work in schools and hospitals. I also know of one senior diplomat whose work is often affected by late running and failed trains.

I get a continuous litany of emails and tweets from constituents who are rightly angry. I am adding my voice to those of my hon. Friends and to that of the Rail Minister, who is doing so much to address this issue. I welcome her efforts. I am registering my complaint not so much with her, but with Southern’s operators. The rage they have caused among my hon. Friends and me is so great that they are putting their careers in jeopardy. I urge them to think hard before they continue this failure.

I have been working with my hon. Friend the Member for Wealden (Nusrat Ghani) for more than a year to try to address this issue, and we have discovered time and again that the operators are unwilling to address the basic problems. Working with organisations such as the Edenbridge and District Rail Travellers Association, we have begun to get some changes and accountability. However, there is so much more to do. I will leave it to others to speak now, because I have made my points clearly, and I very much hope the management have heard them.

--- Later in debate ---

[Drew Hendry (Inverness, Nairn, Badenoch and Strathspey) (SNP)]

I thank the right hon. Member for Arundel and South Downs (Nick Herbert) for securing the debate and giving me the opportunity to show common purpose with other Members. He has done much to raise the profile of the performance of Southern railway and to call for improvements to the service provision. I note also that Southern is committed to an improvement plan over three periods: May and December of this year and December 2018. Of course, although I welcome the planned improvement periods, it is our job to ensure that we hold service providers to account on behalf of our constituents.

For Scottish constituencies, Gatwick is a main link for tourists and for business and leisure travel. Consequently, many people from those constituencies, including mine in the highlands, use the services of Southern railway—mainly, though not exclusively, the Gatwick Express. From the point of view of my constituency, Gatwick is Inverness airport’s main business destination. Gatwick airport is Edinburgh airport’s second top destination, and Edinburgh is one of Gatwick’s top three UK destinations.

The issue is clearly one of management and accountability. The staff I have met on the services have been exemplary, helpful and pleasant, often working with passengers who are tired, busy, sometimes lost and often frustrated. They do their job well, and none of my comments is directed at the hard-working men and women deployed on the network. However, the management needs to hear the realities of using the company’s services.

Having become a regular commuter to London and a frequent user of the Gatwick Express, I know only too well how frustrating and disruptive delays and unreliable links can be. We heard about a “gladiator” earlier; people need to take part in some gladiatorial games to share the service, including the platform shuffle—the game of working out which train standing at Victoria will not leave the station. That usually involves passengers packing an overcrowded train and then, if they are lucky, finding a seat or wedging themselves into a corner. Often they simply sit on the floor or on luggage before the announcement is made that the train will not be leaving the station. The chase is then on to decamp, rush to the adjacent platform and join another train even more jam-packed with passengers. Then there will be the unscheduled stop to accommodate a broken-down train on another line.

Of course, a train and service that work to schedule and a seat are the basics. If I travel between Edinburgh and Inverness on ScotRail, I can at least get some work done using the free wi-fi on board. There is none of that on the Gatwick Express, which should be a flagship service. I am surprised that hon. Members can actually get tweets from their constituents; I do not know how they get out. If commuters on other parts of the network are sharing my experience, that is pretty desperate stuff.

[Tom Tugendhat]

I thank the hon. Gentleman for one thing: ScotRail has recently handed over some diesel carriages for the Uckfield line. I hope that when ScotRail has had enough of its old rolling stock, he will encourage it to allow our dinosaur of a line, the Uckfield line, to get access to something that the Scots have rightly upgraded from.

[Drew Hendry]

I thank the hon. Gentleman for that worthwhile point. Of course, good rolling stock and engines on the network are important. I am pleased that in Scotland we tend to get good service, although there will always be some complaints and service issues. The hon. Gentleman and his constituents should be able to enjoy good service, too.

Last week I overheard some American visitors—this affects everyone here—sitting on the floor of the train discussing just how much they had paid for this “luxury”. It was not cheap, at least in terms of the cost. That reflects not only on the tourist industry here but on the experience of visiting Scotland. According to a recent House of Commons Library report, Southern railway’s moving annual average is, as we have heard, only 82.8%. That is the lowest of any train operator in the UK, and dramatically below the service levels that we experience in Scotland. That has come as something of a culture shock to me. We might ask what it means for rail users. The most staggering example I found was that the train from Brighton to Victoria was late every day of 2014. Simply put, every single day the poor commuters from Brighton to London did not receive the service they paid for. I do not use that service, but I understand their problems.

I will not go into more statistics, because other hon. Members have already covered a lot of them, but customers are paying for a poor service with their time and their pockets. That is unacceptable. The right hon. Member for Arundel and South Downs mentioned the “train of shame” and we have also heard about the “misery line”. It is too poor.

Network Rail

Tom Tugendhat Excerpts

Thursday 25th June 2015 Commons Chamber

[Tom Tugendhat (Tonbridge and Malling) (Con)]

Will my right hon. Friend please say a few words about what he is going to do in the southern area? A lot in this statement addresses the midlands and the north, but a lot of my constituents, whom I have the honour to represent, rely on Southeastern and Southern rail, which are not mentioned at all in the statement. Network Rail’s efforts would be greatly appreciated in improving the service there, too.

[Mr McLoughlin]

My hon. Friend’s area does get the advantage of the 115 new train sets—1,140 carriages—for the Thameslink programme, which will have a massive impact on his constituents. I accept that there is growing pressure for more services right across the country, but huge amounts of investment are already being made and what I am doing today is making sure that both the fare-paying passengers and the taxpayer are getting the best value for the money that they are investing in our railways.

Oral Answers to Questions

Tom Tugendhat Excerpts

Thursday 11th June 2015 Commons Chamber

[Mr McLoughlin]

How to curry favour, Mr Speaker!

My hon. Friend is right that there has been some overrun at Birmingham New Street station. There are occasions when big infrastructure projects overrun and do not come in on budget, but I point out to him the many projects that get done on time and well within budget. Crossrail is a fantastic tribute to engineering in this country, and it is on time and on budget. We are getting better at delivering such very big projects.

[Tom Tugendhat (Tonbridge and Malling) (Con)]

4. What steps his Department is taking to reduce aircraft noise near Gatwick airport and its effect on communities living under the flight path.

[The Secretary of State for Transport (Mr Patrick McLoughlin)]

The Government recognise that noise is the primary concern of local communities near airports. Aircraft noise has reduced significantly over the last few decades and the Government remain committed to working with Gatwick airport, the Civil Aviation Authority, NATS, UK airlines and the Gatwick consultative committee, which includes community representatives, to reduce and mitigate aircraft noise.

[Tom Tugendhat]

I welcome the comments of my right hon. Friend the Secretary of State, but add that my constituents are still suffering from the current airspace strategy. Will he confirm that environmental mitigation will continue to be part of the consideration in the implementation of airspace strategy?

[Mr McLoughlin]

In welcoming my hon. Friend to the House, I assure him that mitigating the aviation industry’s effect on the environment has been and remains a key factor of aviation strategy. We need to strike a fair balance in our policy between the negative environmental impacts of aviation and the positive economic and consumer benefits that the industry provides.