Rail Passenger Comfort — House of Commons, 2018-07-12
Topic: Transportation
Iain Aitken Stewart (Conservative, Centre-right): I should declare that I am a railway buff and therefore have an unhealthy level of detailed knowledge about these matters. My hon. Friend has made a good point. There is a trade-off to be made between having comfortable seats and having enough seats. I shall return to that in a moment, but he is right to say that the comfort and safety of those who work on our railways are as important as the comfort and safety of passengers, and if he will bear with me, I shall touch on that as well in a little while As I have said, I do not want to see any diminution of the existing safety requirements. It has been suggested that that is the reason for the uncomfortable seats, but I think that that is incorrect, because there are plenty of seat designs that would comply with the safety requirements. I have to conclude that, owing to specifications from the Department for Transport and cost issues for the train operating companies, they have gone for the cheaper alternatives. The TOCs have a financial incentive in terms of their balance sheets to have the cheapest fitted-out carriage, but I will come on to argue that that is a false economy if they wish to sustain their business into the long term The Department specifies that new trains must have a certain passenger capacity, which is why seats are increasingly jammed together with minimal legroom, and there is always going to be that trade-off between having enough seats on a train and making them comfortable, but my contention is that that balance has been skewed too much in favour of cramming everyone on It is also wrong to claim that passengers are just as happy with the new seats on trains as they were with those on the trains they have replaced. That is a false comparison again. On the Great Western, the IEP trains that have been introduced replace the old InterCity 125s but not in their original configuration, which were very comfortable. First Great Western, as it was then, went through a so-called refurbishment programme a number of years ago and made the trains very uncomfortable indeed, with garish lighting and high seats that passengers could see very little around. To compare the new seats with those horrible ones is therefore not much of a comparison I accept that there are different requirements for different types of line. Clearly, I am not asking for a luxurious Pullman coach or a restaurant car to be added to a high-density metro service, such as the central line up to Epping—although that would be a wonderful innovation and fitting for Madam Deputy Speaker—but it is not practical: high-density metro services have large numbers of people coming on and off at frequent stops. But on intercity services, on regional services and on longer distance commuter ones, perhaps of more than 30 minutes in duration, higher priority should be given to passenger comfort, and it is possible to do so. I recently visited Sweden and travelled on its intercity line between Gothenburg and Stockholm. In its standard class, the seat pitch and comfort was comparable to many of the first-class coaches on British lines, so this is perfectly possible Why is this important? It comes down to the railways keeping their share of the market on lines that will have a large discretionary element. Some commuter lines are the only viable way to get into, or out of, a major city, but many railways are competing: each TOC is competing with other train operators and with other non-rail modes of transport. It is instructive to look at the example of Virgin Trains East Coast and ask why it got into trouble. It did so not because it was losing money or running a bad service; its problem was that it did not grow its passenger numbers and consequently revenue as much as it planned when it won the franchise. That gap proved too big to be sustainable, and we all know what happened Part of the reason why those numbers did not grow as much as possible was that passengers were choosing to drive or take long-distance coaches or fly between many of the long-distance destinations. That is a warning sign for the railways. Passenger numbers are beginning to plateau as work and retail habits change. Increasingly, there is new technology, too: cars are getting better, petrol is comparatively cheaper, and if technology evolves and we get more semi or fully autonomous cars, that will be a major source of competition for the railways The railways counter that by giving a good customer environment in which to travel, and I think there is a huge untapped market. Travelling by rail is one of life’s great joys if we have a good journey—if we have a comfortable seat with legroom and space to relax, to work, to gaze out of the window, chat with friends and enjoy a refreshment. There are many ways of having a pleasurable experience. We have only to look at the popularity of Michael Portillo’s "Great British Railway Journeys" to see the appetite of the country for enjoying these experiences We also need 21st-century facilities on trains. Wi-fi is increasingly a key requirement for travellers, as is a space for them to use their laptop or tablet and the ability to charge them up. We also have to look at the converse cost involved when passengers have a hellish journey and arrive grumpy, sore and stressed. How productive are they at work, compared with when they have had a good journey This leads me to the slightly wider consideration of how we calculate the cost-benefit analysis of investment. Yes, it might be cheaper at the moment for train companies to install the cheapest and most basic type of seating configuration, but if that drives passengers away, is it really in the companies’ financial interests? There is also a wider economic point for the country. We want to increase our productivity, and one way to do that is to ensure that passengers arrive at their destination in a good frame of mind and willing to do some work. This was touched on when we were debating High Speed 2. The calculation of the economic benefit was done solely on how quickly people could get from one point to another, rather than looking at the quality of the time they spent on board and how productively they could use it while travelling to their destination. I urge the Government to draw their boundaries more widely in this regard I welcome the fact that the Rail Safety and Standards Board has started a consultation into the minimum specifications for seats to ensure that they are safe. Once we have established that baseline, we can look at what the upward options might be. When does the Minister expect the RSSB to report, and will he tell us how he and his colleagues plan to implement its findings? Will he also look again at how the Department for Transport can specify the specifications for rolling stock? There have been instances of the Department specifying the types of seats required and the cost envelopes for them, and this has resulted in very good seats being installed on trains. If he wants the details, I can tell him that it involved the class 175 and the class 180 specifications a few years ago. Will he also consider imposing minimum standards in future franchise consultations Travelling is one of life’s great joys, and it dismays me that on many modes of transport passenger comfort is being diminished in the calculations. The airlines have been at it for years, with seat pitches getting smaller and smaller, making air travel a real displeasure in many cases. I really hope that the railways can change the recent trend of squeezing more and more people on, with scant regard for their comfort. I want the railways’ renaissance to continue in this country, and I believe that changing the specifications for seating arrangements in the carriages would represent a major step towards achieving that.