The De
partment for Transport have this morning published their consultation document about the specification for the next Southeastern franchise starting in December 2018.
On a quick read it has some general statements such as
- “more space for passengers”
- “reduce delays”
- “We want the next operator to engage fully with passengers and place them at the heart of their business and operations”
but it’s short of specific proposals on how would this be done. There’s a call for suggestions from customers in a range of specific areas, so this looks an opportunity to make a contribution before decisions are taken.
Some Southeastern customers will be surprised to read DfT’s analysis of how much improvement has been made since 2014! DfT’s view is also rather undermined by their own graph of how Southeastern performance has gradually fallen under the current Franchise “Direct Award” for which the then Rail Minister promised “Tough Targets” and a “Fresh Start”.
The consultation is open until 23 May. We’ll of course be responding in detail, and discussing some of the issues here over the coming weeks. We’d like to hear what you think and what you think that the priorities and targets for the next Franchise should be. Please let us know here.
“More space for passengers” is merely TrainSpeak for “Fewer seats, you’ll always have to stand”.
All seems relatively sensible. I do worry about the suggestion to remove some stopping services to offer more ‘high speed’. We don’t have enough stoppers as it is on the Metro – removing them would be a backwards step.
It’s just frustrating that much of this should have been delivered in the current franchise and much of it would have been delivered by TFL (for Metro at least).
Flexible ticketing (Oyster & Contactless, not the Key) should be a priority, as should easier buying of tickets (e.g. buying an extension ticket at Charing X machines rather than ticket office window).
On the removal of 1st class, will that mean higher prices for standard to make up for the shortfall in revenue or will they expect higher passenger numbers to cover the cost?
Unless the franchise system is radically changed, I fear we will have more of the same from whoever the successful bidder is ( although once the London Bridge works are completed there should hopefully, be a small uplift in train performance ) Apart from that, the only change Sevenoaks commuters will see is different coloured trains.
The problems with the current set up are three fold
First, the bulk of the train operator’s costs go to the state-owned Network Rail (who is also responsible for majority of delays and cancellations) and its performance on asset maintenance and reliability and cost control is woeful. This was highlighted in the McNulty report several years ago, and promptly swept under the carpet by Government.
For a rail franchise to work the operator has to have control over the majority of its costs and asset maintenance, otherwise they are passed on to passengers in the form of higher fares. This means either ending the farce of the train operations/infrastructure split, or Government getting a real grip on Network Rail and Ministers and MPs, – yes you Mr. Fallon, taking some responsibility rather than blaming everything on the train operator.
Second, franchises are too short and give the operator no incentive to invest, leading to them pursuing short term profit in order to return a dividend to their shareholders. For example, as anyone who travels on a crammed commuter train knows, there is a chronic need for additional rolling stock,yet given the short length of South Eastern’s franchise it has no incentive to acquire any more.
Third, one of the ironies of rail privatisation is that rail services are subject to more political interference than ever before with decisions taken in the interests of the Government of the day rather than passengers, the recent decision not to transfer rail services in London to TfL being a prime example. Government’s role should be confined to setting the strategic direction of the industry, not timetables or ticket office opening hours.
If this is a truly privatised industry, the operator should be free to decide which services and stations are profitable, which are not, and take decisions accordingly. South Eastern is a commuter network and focus should be on getting passengers to and from London during peak periods. If branch lines and smaller stations are unprofitable, which I suggest they are, they should be closed and the savings used to offset commuter fares.
There would be howls of outrage from communities so affected, but if these stations and lines were considered socially necessary, they could be run by Kent, Medway and east Sussex County Councils (who as unitary authorities have the power to do so), and subsidised by their council tax payers rather than Sevenoaks commuters.
In Japan commuter capacity is increased by doubledecker seated cars or by providing banquettes down each side of the carriage allowing much greater standing room. The second looks like the direction we will have to go at peak times.At 72 I regularly stand going to London in the early mornings for work- it is not a problem. Let’s make certain that those coming from Hastings pay the same price per mile that we do.
I used to commute on the underground system in Tokyo. Even on the underground the trains ran to the second on a timetable, so I knew that I would always make it to the office on time. One fascinating difference about the Japanese ticket barriers: they are always open but snap shut if you try to go through without swiping your ticket. And nearly all stations are staffed, from early to late.
@martin Thanks for this full and thoughtful piece.
We’re not sure that a longer franchise would lead to the train operating company investing significantly in the case of Southeastern: the constraint on investment is that the demand on a commuter railway is largely inelastic and fare rises are capped by the Government, so investment would not bring in extra income to repay itself. Conversely, even within a 5-7 year franchise, there is a mechanism for the franchisee to recoup the residual value of any investment not fully amortised at the end of the franchise (essentially DfT buy it, and then sell it to the next franchisee); this is being done for some of the equipment bought for the Key “smartcard”.
In addition it is DfT who control the allocation and building of trains. As we understand it, the franchisee is told what trains they can have and when – so, for instance, Southeastern’s bid for ex-Southern 377 Electrostars to put on the mainline and so release Networkers for metro services was refused by DfT (after DfT had sat on it for 18 months)
A short franchise doesn’t necessarily mean poor performance.
East Coast was a highly regarded operation that took over after National Express East Coast (NXEC) walked away from its franchise in 2009 after only two years. East Coast was a subsidiary of Directly Operated Railways, so effectively it was a form of re-nationalisation.
Although East Coast paid back over £1 billion to the government over the course of its short life, sadly in 2014 the franchise was given to Virgin Trains East Coast (which is 90% owned by Stagecoach). This means that Virgin now operates both the East Coast and West Coast routes, not much choice or competition for passengers.
First Class doesn’t take up any more space than standard – it just ensures you of a seat – and, more important, a table – if you board the train late in its journey.
If there are trains where 1st is empty and 2nd is rammed, you have the option to declassify; this is pretty rare in reality. It is something more believed by resentful standard passengers than actually observed..
It’s not exactly opulence, is it?
Besides, since Thameslink will offer 1st on its Otford to Cambridge service, you are effectively stealing from 1st Season Ticket holders who occasionally want to travel via Sevenoaks.
Some sort of oyster card. The Key is totally pointless at the moment. Conductors are only allowed to sell a limited range of tickets on the train.
New Trains: –
The first two points are very important because the state pension entitlement age is getting older therefore people are working longer, with older people travelling the availability of seats and toilets has become more essential: –
• All trains to have one toilet for every two coaches
• All trains 2+2 seating (people are getting larger therefore 2+3 seating is no longer suitable, on busy commuter trains just see how many middle of three seats are unoccupied whilst people are standing).
• All trains to be 12 coaches, walk through design like new 700’s to make passage through train easier
• No first-class accommodation to be provided
• All trains to have air conditioning
• Trains require space for passengers to store luggage; people do need places to accommodate suitcases from time to time. Frequently suitcases are placed on seats or in such a way as to prevent access to the seat beside the person with the suitcase
Train Service: –
• 24/7 rail service, minimum hourly frequency departures from starting points between 01.00 and 04.00
• I do not see any benefit in extending High Speed train services to Hastings/Bexhill. Higher fares would be likely and St Pancras is only a useful London terminus if you need to be there or are travelling further north from there or Kings Cross and Euston
• Upgrade the Hastings line, remove single line sections by increasing the clearances in the relevant tunnels. Possibly remove the additional lining of bricks that was added when the original construction problems were discovered and insert a steel reinforcing, possibly spraying this with concrete. Upgrade the power supply so that it conforms with the standard across the rest of the Southeastern franchise area
• Double and electrify Hastings to Ashford – then run services London to London via Sevenoaks, Tonbridge, Ashford, Rye, Hastings, Tunbridge Wells, Tonbridge, Sevenoaks in both directions.
• Speed up services by varying stopping patterns joining and dividing trains at some stations. For example; Hastings line services. From Hastings run a four coach train calling at all stations to Tunbridge Wells. At Tunbridge Wells wait there to attach another four coach train that departed Hastings later and run fast to Tunbridge Wells, (possibly stopping at one or two intermediate stations), join the two trains then continue as an eight coach train to London calling at Tonbridge and Sevenoaks. Obviously in the reverse direct the train divides at Tunbridge Wells and the front four coaches run fast to Hastings the rear four coaches all at all stations. At peak times possibly a further four coaches could be attached/detached at Tunbridge Wells to maximise capacity to/from London
• Reinstate Tunbridge Wells to Eridge and Uckfield to Lewes and a direct service to Brighton
• Lengthen all platforms to 12 coaches, if not possible GPS controlled selective door opening
• Reinstate faster services south of Sevenoaks, between Sevenoaks and Dover/Ramsgate. We lost these when HS1 opened in an attempt to force those living in the Ashford area and further east towards the coast on to the more expensive services via HS1 between St Pancras and Ashford. Some services to run fast between Tonbridge and Ashford in both directions. Similar to the suggestion for the Hastings line would it be possible to expand on this by joining dividing services at Tonbridge. One portion of the train to run fast to Ashford then Folkestone Central and Dover Priory the section portion to form the all stations service. In reverse the all stations train departs Dover Priory first waiting for the fast portion from Dover Priory to be attached at Tonbridge. Ramsgate/Margate services could operate on a similar basis with the fast portion only calling at Ashford and Canterbury West.
Increasing Capacity: –
In our area there are four major things that limit capacity on the local railway network: –
• The size of the London termini stations, number of platforms, length of platforms and the speed at which trains can be turned round from arrival to departure
• At Tonbridge the lines from Hastings and those from Ashford and beyond merge, effectively heading towards London two lines become one until Orpington
• At Otford junction the lines from Ashford and beyond, (via Maidstone East), merge, effectively heading towards London two lines become one until Swanley
• The current method of controlling trains by fixed location signals
The obvious solutions would be to increase the train handling capacity at the London termini stations, (enlarge them, lengthen platforms to accommodate twelve coaches, and build additional tracks between Tonbridge and Orpington and Otford Junction and Swanley. Most of these are not possible due to there not being any land available or the cost of building additional tracks in these locations would probably be too much to undertake the required works. Some lengthening of London termini station platforms might be possible, and Blackfriars station could have additional platforms built across the River Thames to the west of the existing platforms reusing the old columns that stand in the river and used to support railway lines/platforms in the past. However; the most practical way to increase capacity on the railway system would be to introduce moving block signalling which will enable more trains to run on the existing lines. This would remove fixed location signals and communicate the permission to proceed or instruction to stop direct to the train driver’s cab. It would be very expensive but is probably the only realistic solution to the capacity problem.
Investigate the benefit of introducing circular services within Kent and Sussex that avoid London and open up new direct journey possibilities within the two counties. Would this take local traffic from the trains going to and from London therefore increasing the capacity on these services?
• Reinstate Otford South Junction to permit trains to run direct between Sevenoaks and Maidstone and to commence a circular Hastings, Tunbridge Wells, Sevenoaks, Maidstone, Ashford, Rye, Hastings service, trains to operate in both directions. The earthworks are still there, therefore the provision of track and signalling are likely to be the only requirements for this to happen
• Other circular routes in east Kent could also be explored
The Consultation document refers to Thameslink’s services where they penetrate the current Southeastern territory. One point quoted is that Thameslink run a half-hourly frequency service between Blackfriars and Sevenoaks in both directions and this is planned to continue when the full Thameslink service resumes once the work at London Bridge is completed. This is not quite true; the service frequency is currently greater at certain times of the day. These being services arriving at Sevenoaks before 10.14 and between 17.13 and 20.13 on Monday to Friday. In the other direction departures from Sevenoaks before 10.00 and between 16.00 and 19.00 on Monday to Friday. Many of the Thameslink services to/from Sevenoaks once the full Thameslink service resumes when the work at London Bridge is completed will start and terminate a Blackfriars. This will be inconvenient for passengers who wish to transfer to from the new Elizabeth Line at Farringdon because two changes of train will be required rather than one. Accordingly would it be better for the Blackfriars/Sevenoaks services to become part of the new Southeastern franchise. Another reason being that Thameslink do not demonstrate much interest in the areas they serve in the south compared to that shown in respect of services they operate north of the Thames. Thameslink trains operated between Sevenoaks and London frequently skip stations when running late in an attempt to keep services north of London on time. Thameslink are also proposing a half hourly service to/from Orpington to increase capacity on the Catford Loop. Orpington is served by more than enough trains; it would be better to run these additional services to/from Sevenoaks to increase the frequency of service between Blackfriars and Sevenoaks whilst still increasing capacity on the Catford Loop.
Another issue in the Consultation document is the suggestion that all trains service from one area should go to just one destination in London, for example Cannon Street or Waterloo East and Charing Cross, and I suppose Blackfriars and Victoria would also be considered. If this was the case I would predict that London Bridge could become extremely busy with people changing trains there to get to their desired destination. Another possibility is that people may drive to a station that is actually serving the London terminal of their choice rather than using their nearest station creating local traffic and parking problem.
One final suggestion to increase capacity in our area, and this is likely to be both very expensive and controversial, would be to build a Sevenoaks Parkway station beside the M26 between Otford Road and Childsbridge Lane with direct access from the M26 and via new slip roads between Otford Road and the M26. Both east and west facing slip roads should be constructed and would be multi-purpose; create access between the M26 and Sevenoaks which would provide relief to the A25 between Wrotham Heath and the M25, give Borough Green its long wished for bypass and provide access to the parkway station. They would also relieve the A25 between Bat & Ball traffic lights and the junction with the A21 and on to the M25. Possibly a local access route from Childsbridge Lane could be provide for the benefit of residents of Seal and Kemsing. The main purpose of this station would be to provide a large area of parking for those people who currently drive into Sevenoaks to use the fast services to and from London plus to provide relief to Sevenoaks station, the existing station car parks and the local streets that are used by people to park in rather than use an expensive car park. Fast train services between the Sevenoaks Parkway station and London would be operated, hopefully a range of destinations being available but if dedicated extra London terminal capacity was required build new platforms across the river Thames on the west side of Blackfriars station for these services.