Rail Services: North Staffordshire

Jack Brereton Excerpts

Wednesday 28th November 2018 Westminster Hall

[Jack Brereton (Stoke-on-Trent South) (Con)]

I beg to move,

That this House has considered rail services in North Staffordshire.

It is an absolute pleasure to serve under your chairmanship, Sir David. I welcome the Minister back to the Department for Transport. It is fantastic to see him there again, and I thank him for meeting me earlier in the week.

I have called this debate on rail services in north Staffordshire because the issue is of particular concern in the local area. The nub of that concern is that, having once enjoyed one of the best rail networks in the world, north Staffordshire now has services that are too few and often very far between.

I will, however, set out how north Staffordshire and Stoke-on-Trent are on the up. There are many opportunities for sustainably improving rail services across the area. All stakeholders must grasp those opportunities if we are to maximise fully the benefits of the vast taxpayer investment in High Speed 2.

I am not limiting this debate to tinkering with the day-to-day services we currently have, but I make no apology for focusing on services to and through my constituency, as an exemplar of the wider state of services in the north of the county. Strategic rail service improvements are needed both in and around Stoke-on-Trent. If realised, they will maximise opportunities for regeneration, freight expansion and serious productivity gains across north Staffordshire, allowing people to get around more easily and access the broader range of skilled opportunities we are seeing across the county.

Thanks to the Government’s industrial strategy, we are planning for a sector deal for ceramics, which can include a UK centre for ceramics research that will secure global Britain’s leadership in new-generation components. That includes high-tech automotive, aerospace, defence and digital industries, medical devices and implants, and renewable energy technology.

Our transport strategy needs to keep up with our economic ambitions. It is not just about getting people and supplies into and around Stoke-on-Trent; it is about getting much-needed and demanded goods out. For example, rail improvements can unlock fast and efficient supplies for the Government’s house building commitments. Our manufacturers of bricks, tiles, and household ceramics are the best in the world.

Looking to the future, we can learn much from our past. A century ago, north Staffordshire had one of the most comprehensive rail networks in the country, alongside one of the largest urban tram networks. Affectionately known as the Knotty, after the Staffordshire knot, it included the loop line, which was immortalised in the literature of Arnold Bennett.

Sadly, our local network emerged from the horror of war into the disasters of nationalisation. Like most parts of the country, north Staffordshire was hit by the post-war industrial decline, and those of our stations that did not fall during the war fell to the Beeching axe and its legacy. Indeed, Fenton and Fenton Manor in my constituency were already closed before Beeching began his report. Trentham, Meir and Normacot were lost as a direct result of it. Today, the only station to remain open in my constituency is Longton.

Unlike most other parts of the country, north Staffordshire has not seen any reversals of these cuts. Indeed, in May 2004, further stations closed at Wedgwood and Barlaston, though allegedly, 14 years later, these are still only temporarily closed. They are, I believe, the only stations nationally on the definitive map that do not have any services stopping. That is despite seeing significant new housing growth in the area and being sat next to the world-renowned tourist destination that is World of Wedgwood. At Etruria, the so-called Strategic Rail Authority got rid of the station altogether, crushing any suggestion that it might be reopened to serve constituents travelling from stations such as Longton to Hanley and Newcastle-under-Lyme.

These days, fortunately, Stoke-on-Trent is on the up. It is a city enjoying a modern industrial revolution. It is now one of the fastest growing and best places to start a new business in the UK. Traditional industries have been reborn, with some of our key ceramics manufacturers growing by more than 50% over the past few years. We are more than just ceramics; manufacturing more widely is booming in the city, making up a significant share of the economy. There are also significant advances in high-tech, digital and research. There is an increasing vibrancy in the wider area, with two universities—Keele and Staffordshire—both growing, one based right outside Stoke-on-Trent station. The city is increasingly a hub for logistics operations, and our industrial heritage has catalysed a burgeoning tourist industry.

As a result, our growing city’s roads are increasingly congested, as are many throughout much of north Staffordshire and across the wider economic sub-region. A revival of rail travel is not only sustainable, but essential and will further help to catalyse new housing and jobs growth without worsening the misery of road congestion.

However, while we bridge the northern powerhouse and midlands engine, in rail terms the city and the wider economic sub-region of north Staffordshire and south Cheshire sadly often fall between the stools of meso-level devolved authorities around Greater Manchester and Greater Birmingham. This unaccommodating situation is exacerbated by Stoke-on-Trent’s geographical position on the Network Rail map. The city appears as a kind of bottleneck between Network Rail areas. It is in fact split across two Network Rail devolved areas, with two thirds in London North Western and a third in London North Eastern. That is totally illogical, and there is no clear leadership provided across the north Staffordshire conurbation. Currently there is no scope for the city to enjoy remapping and franchise transfers of local services to a more Stoke-on-Trent-focused body or a company, as was suggested in the case of local Birmingham services from Nottingham and Leicester and the move from CrossCountry to West Midlands Rail.

Things are moving in the right direction, and it is encouraging that Network Rail is now considering a route study focusing specifically on the economic geography of north Staffordshire and south Cheshire, recognising the importance of developing plans that adequately satisfy future growth demands.

[Paul Farrelly (Newcastle-under-Lyme) (Lab)]

I do not know whether the hon. Gentleman is going to make this point, but while we had phenomenal and welcome investment in the Virgin west coast main line upgrade under the Labour Government, one of the consequences was that local services deteriorated because fewer services could be run while the faster trains were going along the route.

[Jack Brereton]

I thank the hon. Gentleman for that. It is very true of stations that I have already mentioned. Etruria, Wedgwood and Barlaston all lost services as a result of those changes, so I would agree with him.

I am especially delighted that we will be receiving investment from the transforming cities fund, which I hope will take forward much-needed improvements locally. That includes Stoke-on-Trent City Council’s Stoke station masterplan, which sets out the ambition to transform the station, vastly improving capacity and facilities; leveraging in significant new development in the wider area on the back of the improvements; ensuring that the station is ready to receive HS2 services; providing opportunities for additional local rail services; and making the main station the integrated hub it needs to be for the city.

It is certainly essential that more is done to improve the capacity and the offer at Stoke-on-Trent station. It is the main station that serves the Potteries conurbation of nearly 500,000 people, yet it has only very limited platform and concourse capacity, as well as poor-quality retail facilities. Improving our local transport infrastructure is a fundamental requirement for improving labour mobility in the city, increasing productivity and wage levels, and decreasing time lost to congestion. We need to ensure our railway corridor and its stations are fully connected with the towns that make up the city. In particular we need to connect Stoke-on-Trent station to public transport throughout the rest of the city and the wider conurbation.

A key part of the transforming cities fund will be to integrate bus services much more effectively with the main station, providing a more comprehensive public transport network. As an HS2 destination, we have great potential to multiply the growth we have enjoyed in rail travel to the city in the last 25 years and to ensure that all the communities that make up Stoke-on-Trent are linked into any future opportunities.

We should not limit our ambition. Light rail may also be part of the mix for restoring to Stoke-on-Trent some of the services we have lost and so better connect our communities. The line from Stoke through to Staffordshire Moorlands, which could serve Fenton Manor in my constituency, would be a good opportunity for that. Similarly, a future metro-style service could run through the conurbation from Blyth Bridge to Crewe to help relieve capacity and significantly improve services through the urban area.

Technology is moving on. Rolling stock is lighter and cheaper, and for restored routes there is the potential for rails that are longer-lasting and cheaper to run on. Alongside that, smart ticketing offers the opportunity to create a much more effective urban public transport network for the conurbation. However, local rail services, as we see through Longton on the north Staffordshire Crewe-Derby line, are far from meeting current needs, never mind our future ambitions. I stress that all destinations along the route are united in that cause. We regularly see people struggling to get on often single-carriage trains that run only once an hour, and local media have reported people having to get taxis due to trains being so overcrowded.

Despite that, annual passenger usage at Longton has doubled since 2009-10, and the station has higher usage numbers than commuter stations serving London, such as Dorking West, Morden South and Sudbury Hill. Indeed, they are not far short of the figures for Epsom Downs in the Secretary of State’s constituency. When I welcomed the Secretary of State to the city earlier this year, he travelled with me on the rush-hour commuter train from Stoke to Longton. I assure hon. Members that he did not enjoy that service, because of the cramped conditions. He could see for himself that overcrowding is a major issue, and I am happy that a specified requirement of the new East Midlands Railway franchise issued by the Secretary of State is for longer trains. We must ensure that that is delivered.

We also need the new franchise to deliver more frequent trains. One train an hour supresses demand and the potential of the line. Midlands Connect recognises the potential for more frequent services, which would be transformational for our local economy and give more people confidence in rail services as a viable alternative to the car and our congested roads.

Enhanced Sunday services are especially important. We currently suffer from having only afternoon services, due to there being only one shift in signal boxes. There is also a strong case for extending the existing services beyond Derby and Crewe to Nottingham, Lincoln or Norwich in the east, and to Chester or Manchester airport in the west. The line once served such locations, only for them to be cut back. However, signalling improvements, particularly around Derby and Nottingham, have created additional paths to make that much more easy to achieve. Extending to Nottingham would have the desired effect of allowing people to transfer more easily to services further east, rather than having to change twice, as they do currently. When Crewe is redeveloped for HS2, it is imperative that through services from north Staffordshire westwards to Chester and Manchester airport are enhanced, not hindered.

It would be great if we could secure an accessibility project at Longton station as well, through Access for All funding. Platforms at Longton are accessed only by steps—an often insurmountable challenge for people with limited mobility. The bid that we have submitted would significantly enhance the station. It would help shoppers to get into the historic market town, which relies on customers and visitors getting there, and getting back with what they have bought. That would complement the Government’s high streets initiative, as I was happy to discuss with the Minister for high streets, who visited Longton earlier this month.

Local volunteers are making superb efforts to keep local stations clean and welcoming as part of the North Staffordshire community rail partnership. I know that the Minister will thank those volunteers for their dedication and hard work. In fact, I will be speaking at a meeting of the partnership’s sister organisation, the North Staffordshire rail promotion group, tomorrow evening. That group does excellent work representing rail users and promoting greater improvements to our local rail network. Its members hope that the frequency, capacity and reach of services to and from Longton and many other stations will be increased, and that new franchisees will work with Network Rail to progress the reopening of stations. Stations at Meir and Fenton on that line would be especially welcome to those communities, restoring important rail links and recognising the significant economic and housing growth in those areas since the stations closed.

If we are to successfully deliver further new homes and jobs, the need for reopened stations at Fenton and Meir will become irresistible. The reality is that the limited frequency of services on the line mean that those stations could likely be reintroduced without much real impact to service patterns. Indeed, passengers from Fenton and Meir could help the line to thrive. I have lost count of the number of stations that, on reopening, have vastly exceeded the expectations of rail companies and the Department for Transport in attracting new people on to our rail network.

I now turn to the future of the wider rail network, to which Stoke-on-Trent is connected, and specifically to HS2. Local stations such as Longton need to be seen as key feeder stations for local HS2 traffic. Opportunities for employment and homes could be spread more widely, and the area could be a destination for tourists attracted to the authentic Potteries landscape of potbanks, many of which are in Longton. The Secretary of State knows from his visit exactly how ambitious we are. The scale of rail improvements that we are seeking and planning for is, like HS2 itself, unmatched since the Victorian era. We are keen to embrace the opportunities of HS2, which has huge potential in terms of new homes and jobs growth, delivering a significant uptick for UK GDP, and the potential to move the city from being a net taker to a net contributor.

For that to happen, the Government need to be clear about the best future services pattern to meet projected growth, and to recognise the importance of upgrades on the conventional network to fully enable comprehensive, classic, compatible services to a wide range of destinations. Unless we have full integration of HS2 with the conventional network, we will fail to deliver the full benefits of upgrading our rail infrastructure. I am afraid that a number of bottlenecks will remain on the network post HS2, permanently affecting what is possible in terms of service. That is most pronounced going north to Manchester or Liverpool, where we are yet to see effective solutions from HS2 or Network Rail. Those organisations have not been working together effectively to develop meaningful solutions.

It is imperative that Stoke-on-Trent continues to enjoy regular fast services to London—at least one every half-hour, as we have now, or more frequently. HS2 compatibility should offer my constituents improved quality of services and journey times, and not diminish those. Any future redevelopment of Stoke station must take full account of the importance of delivering the full advantages of HS2, helping us to maximise both housing and commercial development across north Staffordshire, and fully seizing the economic opportunities that Stoke-on-Trent offers.

Frustratingly, the current proposal is for us to have only one HS2 train an hour, terminating at Macclesfield. I am afraid that really is not good enough. Of course, it is welcome that we are to be an HS2-connected place. Although I would say nothing to denigrate the constituency of my hon. Friend the Member for Macclesfield (David Rutley), it is a reality that the majority of people will want to use high-speed rail to travel between the largest cities. I therefore urge the Government to focus on ensuring that proposed services go beyond Macclesfield and terminate at Manchester Piccadilly.

It is also essential to address the lack of fast, direct services between Stoke-on-Trent and Birmingham, to match the good-quality services currently offered between Stoke-on-Trent and Manchester. HS2 has the potential to address the severe overcrowding and poor connectivity currently experienced on that route. One HS2 service every hour from Curzon Street through Stoke-on-Trent and further north would help to relieve significant bottlenecks to the north of Birmingham, especially through Wolverhampton.

In addition, there is potential to improve connectivity further by providing new, direct, inter-city services that are currently lacking, such as between Stoke-on-Trent and Liverpool. Such a Birmingham service could do Curzon Street, Stoke-on-Trent, Crewe and Liverpool Lime Street. That would fully exploit the huge potential for economic growth from the midlands engine and northern powerhouse initiatives, with Stoke-on-Trent being the key gateway to the north.

Smooth connectivity on services that run from Stoke-on-Trent is important. Trains should, as far as possible, minimise waiting times for those connecting from stations such as Longton. It is not uncommon to have to wait up to 50 minutes for connecting trains, simply because only one train an hour goes to stations such as Longton. Operators need to recognise the potential for substantial passenger growth from the city. Many current services are extremely overcrowded and in desperate need of an upgrade.

At present, the most significant problem is with CrossCountry trains through Stoke-on-Trent and Stafford, which tend to be four to five-carriage diesel multiple units. We really need to double that. Bimodal eight-carriage units would be able to meet the real demand on that route. Longer, more frequent bimodal trains on the Manchester-Bournemouth line through Stoke-on-Trent would also open the possibility of increased travel to Heathrow via Reading for Elizabeth line services.

[Jeremy Lefroy (Stafford) (Con)]

I congratulate my hon. Friend on securing the debate and on his excellent speech. I entirely back him on all these issues, particularly on CrossCountry through Stafford and Stoke. I recently stood all the way from Oxford to Stafford because it was a four-coach train. That was not the first time I have had to do that; it happens pretty much all the time. Those trains obviously need to be doubled in size without delay.

[Jack Brereton]

I thank my hon. Friend for that comment. I totally agree. From travelling on those routes myself, I know that they are very overcrowded—in some cases, so overcrowded that I would say they are unsafe.

The northern end of the route between Stoke-on-Trent and New Street suffers particularly from significant overcrowding, which has a knock-on effect on the reliability of cleanliness and catering availability. It is also concerning that overcrowding on trains is creating safety issues, especially at New Street, where limited numbers of doors and small vestibule spaces are simply not designed to accommodate the large volumes of passengers changing trains.

There is also real potential to expand services east-west, either through the CrossCountry franchise or by allowing entrepreneurial open access operators on that part of the network, resulting in better competition. As I mentioned, the Crewe to Derby line has the potential to facilitate east-west services well beyond those that already exist. It is worth noting that the journey time from Liverpool to Nottingham is virtually the poorest between any major cities in the country. Midlands Connect demonstrates the potential to facilitate a new inter-city service that could connect Crewe to Totton, as well as connecting other east-west destinations via Stoke-on-Trent. Essential to that is redoubling the line between Crewe and Alsager, which is the only single-track section of the line and is widely recognised as a major constraint on service enhancement. That will prove particularly challenging once HS2 is operational, but I am pleased that Network Rail now recognises this challenge and understands that it is far from impossible to overcome.

I am delighted that the Department has announced the Williams review, a much-needed root-and-branch review of how our railways work today and how they should be reformed for the successful future of the dynamic, customer-focused and more competitive industry that we want to see nationally and locally. It should tackle the issues highlighted in the excellent work of Transport Focus. The fare-paying public want value for money, punctuality and a seat, all of which should be reasonable asks.

I make several asks of the Minister. Will he continue to support transport improvements in Stoke-on-Trent through the transforming cities fund and support for accessibility work at Longton station? Will he commit to ensuring that HS2 benefits the whole of Stoke-on-Trent and north Staffordshire, with improvements on the classic network to fully maximise the opportunities for Stoke-on-Trent? Will we get more services for Longton, new stations at Meir and Fenton on the east-west line that runs beyond the current artificial termini of Crewe and Derby, and franchises that provide longer, more frequent and better serviced trains and greater opportunities for open access providers to enter the market to enhance competition and better meet demand?

To achieve our potential, a new era of railway expansion is necessary. This is a national issue, but its local effects are particularly acute in north Staffordshire. I am delighted to have been able to outline many of the issues, and I look forward to the Minister’s response.

[Sir David Amess (in the Chair)]

I call Paul Farrelly.

--- Later in debate ---

[Jack Brereton]

It is nice to see you in the Chair, Mr Pritchard. I very much thank the Minister for his response, particularly about the need for additional capacity and more carriages. It is welcome that there will be more carriages and better services, particularly on evenings and weekends. There is not time to go through all colleagues’ comments, but I thank all those up and down the route who have contributed to the debate. Various stations have been mentioned, from Kidsgrove to Stoke, through to those in Congleton, Alsager and Uttoxeter. There are many colleagues further afield along the route who have not had the chance to contribute, but I know they are all very much in favour of improved services.

We must improve services for the rail network around Stoke-on-Trent to build on, as the Minister said, our ambition as an area for growth, housing and jobs. Improved transport will bring opportunities and important connectivity for all communities across Stoke-on-Trent and north Staffordshire to our main station once we receive those HS2 services. Through improved rail services, communities will benefit from growth in wages, skilled job opportunities and housing.