Regional Transport Infrastructure

Jim Shannon Excerpts

Tuesday 5th March 2019 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Member for Barnsley Central (Dan Jarvis) on bringing the matter forward.

We all know that a rising tide floats all ships, and certainly investing in infrastructure means that all the businesses in the vicinity are winners. Declining to invest in infrastructure means retaining a situation where rural communities are socially isolated, contributing to over-reliance on towns. The main town in my constituency, Newtownards, lies just short of 10 miles from Belfast City airport—the journey takes less than 20 minutes—yet I fear that my town does not benefit as it should from proximity to the airport, and the business and tourism that that should attract. I believe that is due to a lack of correct infrastructure in relation to the airport.

Whenever I have put questions to the Minister—I am always talking about connectivity with Belfast City airport or Belfast International airport—he has responded positively about the need for connectivity, but I want to emphasise this again. If we were to invest in the strengthening of routes directly from airports, that would allow businessmen to reach cheaper rental accommodation in Newtownards and other towns, and the local economy would benefit.

Another issue in my constituency is the coastal erosion programme. There are many roads around the Ards peninsula where I live, and in the centre of the constituency, where high tides and the weather conditions cause a lot of erosion, yet the methodology for responding seems to be reactive rather than proactive. I do not fault the Department, but I ask that we look for future aspirational projects that could address the issues. Northern Ireland is at the bottom of the table in relation to spend per head throughout the United Kingdom. There is an historic lack of infrastructure. I do not want to insult anyone’s intelligence in this place, but of course the fact is that over 30-odd years there was a campaign in which the IRA destroyed everything it could, including as many places as it could.

We have moved on, thank the Lord, but when I look at my local towns’ potential and the state-of-the-art office space, UK-wide connectivity and low business rates, it is clear that while short-term issues must be addressed, so must the long-term goal of showing the world that Northern Ireland is the place to invest in business. It is the place to produce television shows and locate a high-class graduate labour force, as well as an abundance of admin staff. It is the cyber-security region for the whole United Kingdom, and we have more people employed in that work. That is an example of what we are doing right.

One of the keys to unlock global attraction is the ability to connect easily, both globally and UK-wide, and we simply have not yet come close to unlocking that potential. I would like an extension of the city deals, which the Minister will be aware of, although he is not directly responsible for them. Last night, the stronger towns plan was put forward, and those projects will link towns and cities to the markets that are available. This place is where action must be spearheaded, and I look to the Minister to understand how and when that can be done.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 14th February 2019 Commons Chamber

[Jesse Norman]

My hon. Friend will recall that I have already discussed the recognition of horse riders within the highway code and the importance that we place on the avoidance of close passing. He will also be aware that electric cars make a noise above a certain speed because of vehicle tyre slap. At low speeds, vehicle type approval regulations will mandate sound generators on new electric and hybrid electric vehicles from July this year.

[Jim Shannon (Strangford) (DUP)]

I thank the Minister for his answer. Horses and HGV lorries do not mix, so what consideration has been given to enhanced regulations with reference to horse safety, particularly to providing adequate guidance and protection for horse riders?

Seaborne Freight

Jim Shannon Excerpts

Monday 11th February 2019 Commons Chamber

[Chris Grayling]

As you will be aware, Mr Speaker, the European Commission has already said that it wants haulage to continue. It does not expect a permit-based system to be required. But in the event of a no-deal Brexit, we have bilateral agreements with a number of other EU member states that come into effect. We have put in place a system to distribute the ECMT permits precisely because we want to make sure that all bases are covered. However, we wrote to hauliers last week saying that they were being issued as a formality. Nothing that has happened so far would lead us to believe that those restrictions will be there.

[Jim Shannon (Strangford) (DUP)]

I thank the Secretary of State for his answers so far. Has he had the opportunity to review the unexplainable action of Irish firm Arklow Shipping in relation to its agreement with Seaborne Freight? Was there a signed contract or is it the case, as some stories today indicate, that the Republic of Ireland and the EU are doing all they can to frustrate Brexit?

[Chris Grayling]

I do not want to attribute any possible reasons for Arklow Shipping pulling out. It was a shame that, just at the point when everybody had draft contracts in place ready for signing, the company backed away. It is a regret that that is the case. I would have liked to have seen this new service come into effect, if only to ensure that the port of Ramsgate had alternative business for the future, but I am afraid that it is not for me to comment on the motivations of the company involved.

Offshore Helicopter Safety

Jim Shannon Excerpts

Wednesday 6th February 2019 Westminster Hall

[Jim Shannon (Strangford) (DUP)]

It is a pleasure to speak in the debate and I congratulate the hon. Member for Stockton North (Alex Cunningham) on obtaining it. I have an interest in it because some of my constituents work on the oil rigs. I had the privilege of travelling in a helicopter a number of times during my service in the Ulster Defence Regiment, and indeed in the Army, as well as on a couple of occasions in Afghanistan through the armed forces parliamentary scheme. It both thrilled me and frightened the life out of me—I was between the two extremes of enjoying it and hanging on like grim death, especially when the helicopter turned so I was looking down at a guy, and then it went the other way and he was looking at me.

It might be an alien experience for us; nevertheless, I speak as a fan of the war film genre, and we have all seen the films where the helicopters are the first to be hit—and once they are hit, they are down. I know that war films are not a credible source—nor are war statistics, as the safety of nothing is guaranteed during war—but something that is credible is the fact that since 1997 four fatal accidents have claimed the lives of 38 offshore workers and flight crew, and there have been 16 non-fatal accidents. I am grateful to hon. Members who have recounted personal experiences of losing family members or working in the sector.

Offshore helicopters in the UK are primarily operated within the offshore oil and gas industry on the UK continental shelf in the North sea. In 2018, there were 70 active aircraft, of six airframe types, in the UKCS helicopter fleet. I mentioned earlier that constituents of mine work on oil rigs. They tell me their experiences, including expressing concerns about travel. Some 820,158 passengers were flown offshore in 2017, which gives an idea of the magnitude of the operation. Some of them were my constituents. The hon. Member for Clwyd South (Susan Elan Jones) pointed out that many Members have constituents who work on the oil rigs. The flights I mentioned represent 69,005 flight hours, and I believe that when journeys are made at such a level, it demands attention. Given the fact that the offshore industry is already so heavily regulated for health and safety, it is shocking that the preferred method of transport is not more carefully monitored. Members have spoken about requests for more Government intervention and regulation.

Something to take into consideration is the fact that Airbus recently stated that it was looking to take advantage of new opportunities presented by the spread of offshore wind farms around the world. There is going to be expansion, and Airbus is saying it expects worldwide demand for up to 1,000 helicopters from the sector over the coming two decades. That equates to revenue of about £8 billion. So, the sector is going to grow and get busier—and the impact will be great.

Once a storm has begun, no amount of health and safety regulations can make a difference—only the voice of God can calm a storm, and helicopters and storms do not mix. Helicopters are not without their limitations. Conditions that hinder their operation include visibility that falls below 3 km, a cloud base of less than 600 feet, or wind above 60 knots, which perfectly describes conditions in the North sea. Flying a helicopter in extreme conditions is never easy, and it is time to do the right thing by the workforce, and act wherever possible to regulate and enhance safety during transportation to and from offshore operations.

As with many issues, there is a cameo from Brexit—has there ever been a debate that has not contained that word?—because we need to determine whether we will remain in the European Aviation Safety Agency post March, or whether to establish our own body or adopt a Norway or Switzerland position. Again, I look to the Minister for an answer to that. There is also a question that the Health and Safety Executive must answer. It has a major role to play, and I am unsure whether that question is receiving a satisfactory answer. We must push for movement in this area—again, I hope the Minister will give us some indication about that.

The industry has a key role to play. We must clarify what is expected from this debate and from the Minister, and every available piece of information should be used to determine safety on any individual flight. We in this House have a duty to ensure that those who bring the precious oil to land for this great nation of the United Kingdom of Great Britain and Northern Ireland are safe in their helicopters. I understand that helicopters are necessary, but we need to step up the safety measures, and I support the hon. Member for Stockton North, and all hon. Members who have spoken, in their call for that today.

GWR and Network Performance

Jim Shannon Excerpts

Tuesday 5th February 2019 Westminster Hall

[Matt Rodda (Reading East) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Betts. A number of excellent points have been made with which I want to associate myself, particularly in the speeches of my hon. Friends who represent seats in south Wales—there were several, so I will not mention them all by name—and of my hon. Friends the Members for Plymouth, Sutton and Devonport (Luke Pollard) and for Bristol South (Karin Smyth).

Obviously, fast and efficient rail services are hugely important to commuters and businesses in my area. Reading has more inward commuters from other parts of Berkshire and nearby areas than people commuting to London. The railway is a crucial part of the economic infrastructure across the Thames valley towards Bristol and, indeed, to south Wales. The importance of the growth strategy for south Wales and towards nearby parts of England has just been described by my hon. Friend the Member for Swansea West (Geraint Davies).

I am glad that my hon. Friend the Member for Bristol South (Karin Smyth) enjoyed sitting in the seats in the new Great Western trains. I rarely get a seat. This morning was a typical example; I was standing up all the way from Reading, which was manageable but certainly not ideal. My hon. Friend the Member for Swansea West is absolutely right about the quality of the trains. Although it is good to see new investment—we obviously want that—there has been quite serious mismanagement of it. The internal fitting of the new trains leaves a lot to be desired. The lack of a buffet car, the issues with toilets and a number of other practical issues seriously affect people. That can begin to wear down those who are commuting every day, and is deeply frustrating for many people, not least thousands of my constituents.

As if on cue, I was delayed by 10 minutes this morning and last night I had to put up with half an hour of chaotic mismanagement by First Great Western, which was perfectly timed for this debate, as though it was waiting to help us make our point.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Gentleman on raising this issue. There has been an average 3% fare rise on First Great Western services since the start of the year, with similar hikes throughout the UK, but at the same time there are talks of a reduced service. Does he agree that at some stage this House and this Minister must underline in a real and meaningful way that the profit margin is not the final consideration? The No. 1 consideration is that the service is viable, that a service is provided to those who need it most and, if the service is not there, that there is compensation. Those three things are necessary and must be in place before we go forward.

[Matt Rodda]

The hon. Gentleman draws on several points that I and colleagues are due to make or have made.

I come back to the issue of delays and quite how frustrating they are for daily commuters in towns like Reading and Slough, in addition to the sensible points made earlier. It is deeply frustrating to have to deal with delays on a daily basis. It has a huge impact on family life and on people’s desire to work in London or to commute into Reading, Slough, Swindon or other business centres along the line. I am sure that applies to the other towns and cities represented here today. It is a deeply frustrating daily occurrence for hundreds and thousands of people in this region, which is a crucial part of our railway network.

I have a series of questions for the Minister about the performance of GWR and the Department for Transport. I will address both infrastructure investment and the management of the railway. First and foremost, why on earth did the Government delay electrification along this line? We have heard about the benefits that south Wales would have had if it had been properly managed. We have also had delays to our rail services because of the lengthening of the roll-out of electrification. The installation of the gantries was hugely delayed and on a number of the local lines that feed out from Reading, such as the lines to Basingstoke, Southampton, Oxford and Gatwick, we do not have that level of investment. Commuters using those lines, including many of my constituents and others in neighbouring constituencies, are suffering and would like to see more electrification, not less. It is a huge issue.

Chester-le-Street: Rail Services

Jim Shannon Excerpts

Tuesday 15th January 2019 Commons Chamber

[Mr Kevan Jones (North Durham) (Lab)]

On this historic night, I am sorry that Members are now leaving the Chamber and will not be listening to the problems that my constituents are facing at Chester-le-Street railway station. However, I am pleased to have secured this debate to highlight the problems in Chester-le-Street and the surrounding area for people who use the station. Tonight we have been consumed by the debate on Brexit, but it is worth reminding ourselves that other issues are important to our constituents and that, despite our serious deliberations today, many of our constituents are just getting on with their lives.

Chester-le-Street railway station serves not only the town of Chester-le-Street but the surrounding villages and communities of North Durham. As Members might know, my constituency borders the Tyneside conurbation. Over the years, traditional industries in Chester-le-Street and large parts of my constituency have moved and closed, and the area has now become a commuter town for the area north of the Tyne and for parts of Durham and Teesside. Good transport links are therefore important for the economic viability of my constituency. In Durham County Council’s new economic plan, the transport links for the north of the county are highlighted as an important part of County Durham’s economic future. The journey time to Newcastle from Chester-le-Street and the south of Durham is less than 10 minutes, so in many ways it is an attractive option for people to live in my constituency and commute to work on Tyneside, down in Teesside or in Durham. That is why many people have located themselves in Chester-le-Street and the surrounding areas.

The main rail morning and evening services are provided by three operators—TransPennine Express, Northern and CrossCountry—but, since May last year, the main problem has been the reliability of services, particularly those run by TransPennine Express. Not only have trains been late, but they have often been cancelled altogether. Those two things are particularly difficult for people at the two main commuter times: first thing in the morning, when people are keen to get to work at 9 o’clock, and in the evening, when people want to get home. Commuters often find themselves either late for work because trains have been cancelled, or stuck in Newcastle or other stations further south in the evening with no ability to get home. In some cases, people have not made it home until 7 o’clock or later.

Due to the concern of many of my constituents who rely on Chester-le-Street station for their main commute, I called a public meeting in November, and it will be useful to highlight some of comments that were made not only at that meeting, but in the numerous emails and other correspondence that I have received from worried constituents. The first reads:

“In summary this week the Chester-le-Street to Darlington commuter trains have been cancelled on 7 out of 10 journeys.”

Another constituent said:

“The service continues to go from bad to worse with the morning service having been totally cancelled on 3 out of 4 days in the last week.”

One constituent, a working mother, said that she was finding it difficult to hold down a senior executive job in Newcastle as it had become untenable for her to regularly miss prearranged times to pick up her children from school because she was stuck in Newcastle station due to evening train cancellations. Another constituent wrote that the

“08:24 commuter train from Chester-le-Street to Durham has been cancelled again. We are all late for work again.”

Another said:

“How can the region be taken seriously if our trains aren’t on time 50% of the time.”

A further constituent said:

“While financial compensation does indeed help, it does not compensate for the trouble that working parents have to cause to others to get their children home.”

Another constituent mentioned not only childcare, but the fact that those who look after elderly relatives in the evening find it difficult to get home from Newcastle.

[Jim Shannon (Strangford) (DUP)]

I thank the right hon. Gentleman for giving way. He is always generous with his time, and I am here to support him, as I support others when it comes to Adjournment debates. From my research, I have found that the idea with trains is that they take people away from cars and buses. Unfortunately, in this instance—I think he mentioned this earlier—people are unable to get on to trains when they come into the station. Does he agree that one way of addressing overcrowding is to run longer trains? Is that an option?

[Mr Jones]

It is. The hon. Gentleman makes an interesting point. This should be a way of getting people out of their cars and off other forms of transport into Tyneside, Durham and Teesside. I accept that longer trains are an option, but if the trains do not turn up in the first place, that is a problem.

Delays and cancellations are causing real hardship to many of my constituents. I even had one resident contact me a few weeks ago to say that he had turned down a promotion at work because he could not guarantee to his employer that he was able to get in on time. These are real-life situations that are causing my constituents a lot of hardship.

Oral Answers to Questions

Jim Shannon Excerpts

Thursday 10th January 2019 Commons Chamber

[Chris Grayling]

The hon. Lady says, “should we have to leave the EU”. The country has already voted to leave the EU and we will next week vote on an agreement that would continue current aviation arrangements. If she is concerned about the contingency plans put in place by the European Union, will she join the Government in the Division Lobby next week to support the agreement?

[Jim Shannon (Strangford) (DUP)]

Can the Secretary of State further outline discussions held with Belfast City and Belfast International airports to secure enhanced trading routes post March, and to evaluate what changes the airports may have to make?

[Chris Grayling]

I have had regular conversations with the leadership of the Belfast airports. Working with them in several areas, I want to see them expand their international flights. More flights are, of course, being planned for next summer, and I hope and believe that they have a strong and prosperous future with better links around the world.

A40 in West Oxfordshire: Congestion

Jim Shannon Excerpts

Tuesday 8th January 2019 Commons Chamber

[Robert Courts (Witney) (Con)]

I am delighted to see the Minister in his place again as I bring the matter of West Oxfordshire’s roads before the House. I am delighted to have the opportunity to raise the issue of congestion on the A40, which is of enormous significance for those who travel on the road daily.

The A40 is one of the main trunk roads of this country and the main trunk road that travels through my constituency. Congestion is a particular concern between Witney and Oxford. There is a very good reason for my constituents’ concern over the congestion that they face, many on a daily basis. It is not just from the major market towns of Witney, Carterton and Eynsham, but from the surrounding villages. Between 23,000 and 32,000 vehicles currently use the section between Witney and Oxford each day, which is above the road’s capacity. During school term times, the average journey speed on the A40 between Cassington and Wolvercote in peak time is 17 mph, while on the worst days it can be as low as 10 mph.

The Oxfordshire strategic traffic model forecasts an increase in highway demand on the A40 between Witney and Oxford of between 70 and 140 movements per peak hour by 2031. Without improvements, that will lead to an even greater overcapacity on the road and increase the severity of the congestion that my constituents already suffer from. Peak journey times between Witney and Oxford could increase by about 15 minutes.

I have spoken of the major towns, but equally people living in towns and villages further afield, who may not even use the A40, are suffering the ill effects of the congestion on that road. For example, in Bladon, which is the village in which I live, we suffer from excessive traffic, particularly HGVs, which rat-run through our village on the A4095 to escape the congestion on the A40. Businesses across West Oxfordshire are shackled by the logjams on the A40 and I have lost count of the number of businesses that have said to me over the past two years that they could expand were it not for the barrier that the A40 presents because of the congestion on it.

The A40 is costing jobs and revenue. Because of the difficulties for people travelling in and out of West Oxfordshire, it is making recruitment for our NHS and our schools very difficult. The plain truth is that West Oxfordshire will never and can never reach its full potential until the congestion on the A40 is addressed.

Back in 2002, my predecessor remarked in this House that

“In west Oxfordshire, we have some of the best and brightest businesses in the country, but the gridlock on our main road is like a hand pressed against their windpipes. Business in west Oxfordshire must be allowed to breathe.”—[Official Report, 12 June 2002; Vol. 386, c.308WH.]

He was right and his words remain true today. I do not rise in this debate to complain. I rise to be a voice of optimism and not to speak of the past, but to champion the opportunities and to explain to the Minister—I am very grateful to him for listening—what it is we need for our area. There is, in truth, more optimism now than there has been for decades. Progress is being made. If we are ambitious and bold in the years ahead, we might just be able to get to grips with this issue.

[Jim Shannon (Strangford) (DUP)]

I had the opportunity to be in the hon. Gentleman’s constituency through the armed forces parliamentary scheme. I have witnessed some of the problems he has on the roads in his constituency and I am very aware of the gridlock to which he refers. I am also very aware of the impact on the economic life of farming and the rural community. Does he feel that the changes he is proposing, and hoping that the Minister will respond to, will enable the rural life in his constituency to grow and have the economic life and strength it really needs?

[Robert Courts]

I thank the hon. Gentleman for that excellent intervention. He refers to two points to which I would like to draw attention. The life of rural communities is absolutely essential. I referred to the village in which I live, Bladon. It is a small village. It is one example of many villages which find that they are clogged up in turn because the A40 is so difficult.

Tram Safety

Jim Shannon Excerpts

Monday 10th December 2018 Commons Chamber

[Sarah Jones (Croydon Central) (Lab)]

I rise to speak slightly earlier than I had anticipated. These are momentous days, but at 6.7 am on 9 November 2016 a far more momentous tragedy occurred, one that would change a community forever, one that would bring horror to the lives of many and one that took the lives of our loved ones. Seven families will never be the same. In one tragic moment, the Croydon tram crash ripped away fathers, sons, mothers and daughters: Dane Chinnery, Donald Collett, Robert Huxley, Phil Logan, Dorota Rynkiewicz, Phil Seary and Mark Smith. Their friends and family members join us in the Gallery this evening. The tram crash at Sandilands junction in my constituency was the worst tram accident in a century. It was the worst rail tragedy for 17 years. Along with those who died, 62 people were injured, several with life-changing injuries.

I want to be clear at the outset of this debate that there is an ongoing criminal investigation into the Croydon tram crash and a coroner’s investigation. It would not be appropriate for me or other colleagues to pre-empt the findings of those investigations by commenting today on the possible causes of the crash or who was to blame. What we know is that a tragedy like this cannot be allowed to happen again on our tram networks. This should have been a wake-up call, and we know what needs to happen. Almost exactly a year ago on 7 December 2017, the Rail Accident Investigation Branch—RAIB—published a detailed 180-page report into the crash, which made a series of important recommendations to improve tram safety across the country’s tram networks in the future.

On that same day a year ago, I asked a question to the Leader of the House about when the Department for Transport would come to the House to make a full statement on how the Government would ensure that the RAIB recommendations were implemented as swiftly as possible. In the year since, no Minister has come to the House to update us on tram safety. Not a single written ministerial statement has been made. In fact, not a single Minister has made a statement in this place on the Croydon tram crash since 14 November 2016, two years ago.

[Jim Shannon (Strangford) (DUP)]

I congratulate the hon. Lady on bringing this matter to the House for our consideration. The fact that nothing has been done, as she outlined, is very worrying. Does she agree that the lessons that need to be learned from the Sandilands train crash cannot be learned without vital funding and that that is a key factor, as well as safety? It must never come to further loss of life before the Government— I say this with respect for the Minister—step up to the mark and do the right thing.

[Sarah Jones]

I thank the hon. Gentleman for his comments. I agree, and I will come on to what has been done and what is yet to be done.

This is not just an issue for Croydon: it is a national issue. There were 267 million tram and light rail journeys made last year. Clearly, the industry, the regulator and local transport bodies have a responsibility to deliver the improvements that we need. I have met the Office of Rail and Road, the deputy Mayor of London, Transport for London and others, and I am grateful to TfL executives for meeting me and families of the victims today in Parliament. But there is also a responsibility on central Government; the ultimate responsibility for people’s safety stops with them.

South Western Railway Franchise

Jim Shannon Excerpts

Wednesday 5th December 2018 Commons Chamber

[Sir Vince Cable (Twickenham) (LD)]

It is something of a relief to speak on a subject that is not Brexit, and is not even vaguely Brexit-related, though if there were a people’s vote, South Western Railway would not survive in its franchise very long.

Let me relay a little history. The south western region, which is the Wessex part of the south of England and the south-western suburbs, which I represent, had a little over two decades of South West Trains, which was owned by the company Stagecoach. I do not think that they were regarded with enormous affection, but they provided a workmanlike service, and certainly nothing that could be described as disastrous. Since the change in the franchise, which was announced in August last year, there has been a rapid deterioration. That is the matter on which I wish to speak.

SWR, or South Western Railway, has joined Southern, Northern and Thameslink at the bottom of the league tables on almost every measure of performance. That is of concern to the people who use the eight stations in the area that I represent in Parliament. But it is not just me; many other MPs in south-west London are concerned. My right hon. Friend the Member for Kingston and Surbiton (Sir Edward Davey) has established an all-party group that is doing detailed work on the problem and will, I hope, produce a report to enliven this discussion. The concern goes much wider than my constituency.

[Jim Shannon (Strangford) (DUP)]

It has been brought to my attention that the disabled access points on this line are not up to the standard expected by disabled charities and organisations. Does the right hon. Gentleman feel that the Minister should address the need for modern disabled access points that are technically updated and correct for those who are disabled?

[Sir Vince Cable]

That was not on my list of complaints, but I am sure we can add it.

The central concerns that people have are the following. First, there has been a marked deterioration in punctuality and reliability. The consumer group Transport Focus measures satisfaction with punctuality and reliability and it has sunk to 65%, which represents a 12% deterioration in the past year.

The second problem is the ability of the rail company to deal with major disruption. When there is somebody on the line or a points problem, we have been used to recovery within a reasonably short space of time. Now, the whole network is disabled for prolonged periods, due to the apparent inability of either Network Rail or South Western to deal with the problem.

The third problem is a strategy that I would call the concentration of misery. Whenever there is a serious disruption, the rail company has the choice of whether to spread it widely or concentrate it on one or two neglected branch lines. What is happening in practice is that some of the branch lines, including the so-called Shepperton line that runs through Fulwell and Hampton in my constituency, are particularly badly affected. The justification given to me by the company is that that affects fewer people, but the effect is that an already poor service becomes impossible. People are not able to get to work or to school and large numbers of cancellations take place. I had a message yesterday from a constituent who boarded a train and it was then announced that it would not stop at any of the announced stops, but would go straight to Waterloo. That kind of experience is commonplace.

There is then the issue of industrial action. I am reluctant to ascribe blame and I am sure that the rail unions have their share of responsibility, but for almost a quarter of a century we had virtually no industrial action in this part of London. It is now frequent and we have had eight major strikes since the change of franchise. Clearly there is a complete breakdown of communication between the employees and the employers.

Then there is the issue of the new timetable that we were promised. It is probably a source of relief that the company has not tried to put it into practice. We are still offered the old timetable, which the company finds extremely difficult to operate.

Last but not least, there is the promise of a 3% fare increase. That has led to probably the most serious and general complaint about the service: that it simply is not value for money. The surveys recently carried out by Transport Focus suggest that only 36% of passengers judge the service to be value for money, and I am sure that is deteriorating by the day.