Bus Services: England

Jack Brereton Excerpts

Tuesday 21st May 2024 Westminster Hall

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

It is a pleasure to serve with you in the Chair, Ms Vaz. I congratulate my city colleague, my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis), on securing this important debate. Bus services are extremely important to everyone in the Potteries and right across England—notably for those in deprived and remote communities, but also for those who are wedded to their cars. Road congestion would be even worse for those people if bus services did not take some of that strain.

We all have a stake in bus services being attractive and successful. Of course, that does not mean that bus services are always the optimal solution to road congestion, because often local rail or trams will be more efficient than buses in that regard. However, it does mean that buses are a necessary part of the mix, and we need to ensure that they are attractive enough to tempt more people out of their cars.

I very much support the initiative proposed by my hon. Friend the Member for Stoke-on-Trent North on the fare cap, which is causing severe issues for many of our constituents. I visited Strathmore College, in my constituency, on Friday. It provides education to young people with special educational needs, and college staff told me about the challenges of the 9.30 am start, and the impact on their young people’s ability to access education. I was talking to the principal there, Kate Ward, about some of the travel training that they are providing to young people, and the impact that the 9.30 am start has on them. I very much support my hon. Friend’s campaign to address that issue.

The focus of my comments in the debate will be on non-metropolitan areas of England, outside London. This particularly means north Staffordshire, which includes, but extends further than, the Potteries bus network, which itself extends further than the city of Stoke-on-Trent. If that sounds complicated, I should also add that the city is cut in two by Network Rail management areas, which all adds up to public transport solutions being harder to come by than public transport problems in north Staffordshire. The decline of bus services in our area over many years now is partly because we lack seamless public transport services and partly because we suffer some of the worst road congestion in Europe. We need to increase demand for bus travel in order to keep services financially viable in the future.

That gives me a welcome opportunity to plug my private Member’s Bill to preserve and enhance high streets through mandatory improvement plans. The Bill received its Second Reading in the other place last Friday, ably moved by my noble Friend Lord Whitby, the former leader of Birmingham City Council. Optimal accessibility by bus to designated and improved high streets under my Bill will surely be a part of any local authority’s considerations in its high street reviews. That will be particularly important in the market hub towns identified by the Department for Environment, Food and Rural Affairs that have high streets of importance to surrounding rural areas. In proximity to my constituency, these include Cheadle and Stone. Many residents living in villages throughout parts of north Staffordshire, such as Forsbrook, Tean and Alton, have raised with me the lack of effective bus services.

Locally, I am glad that the bus service improvement plan, on which we, as MPs, were active and contributing consultees and for which we helped to secure Government funding, is making it cheaper to travel by bus. The fare is £3.50 per day now—or £12.50 per week—in the Potteries “smart” area, which I think will be a massive bonus for attracting more people on to the bus network. The plan combines with work from the transforming cities fund, which we also helped to secure, making it easier to catch a bus, and more desirable to travel by bus.

However, unfortunately it has been painful for us, as MPs, to see how slowly our city councillors delivered on any of the funding that we worked so hard to secure. The package needs to be delivered with greater urgency. I thank the Department for its patience, and I hope Ministers will continue to press the city council to get all the promised and funded schemes over the line without any further watering-down of ambition by the current Labour council leadership.

[The Parliamentary Under-Secretary of State for Transport (Guy Opperman)]

I hesitate to interrupt my hon. Friend, because I am aware that he is making a number of points, but I take his point about the council. I just want to make it very clear that we will continue to press the council to respond and produce the results that it clearly needs to produce. I also echo and endorse the point made by my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis) that responsibility for concessionary fares absolutely lies with the local authority.

[Jack Brereton]

I thank my hon. Friend—actually, I think he is right honourable.

[Guy Opperman]

I am not.

[Jack Brereton]

Well, he should be. I thank him for the work that he has been doing in the Department to push on some of these issues. That has been a great assistance, and I know he will continue to work hard for us in the Department.

On the TCF package, we were promised that if funding was won, the city council would deliver a more efficient bus-rail interchange at Stoke station. Works are starting on the site this week, but we need further action to reinstate some of those cross-city bus routes that serve the places that rail cannot reach without people having to change and wait at our city centre in Hanley.

It will be a betrayal if the city council fails to deliver effectively the package promised. Our local buses now routinely take card payments, in line with 93% of buses across England. In fact, the worry now is not that buses will not take cards, but that they will not take cash in the future. We must nip such fears in the bud, and I would welcome any comments from the Minister on ensuring that cash payment will continue to be accepted on buses well in the future.

Under BSIP and TCF, it is now far more usual for Stoke-on-Trent bus stops to be elevated above the standard kerb height so that wheelchairs, prams and so on can be more easily wheeled on and off services. Those who find the step up and step down from the bus more challenging no longer struggle so much—except, of course, when the bus cannot pull into the bus stop because someone has decided to park there, often hurling abuse at the bus driver who tries to move them on. Thankfully, it is rare that these things turn violent, but the range of antisocial behaviour we see on public transport, whether against drivers or against other passengers, seems to be widening. That is why I particularly welcome Government funding for new transport safety officers to help reduce ASB on buses and trains throughout Stoke-on-Trent.

London continues to dominate the bus statistics, accounting for 52.2% of all passenger journeys in the year to March 2023, but it is encouraging that non-metropolitan England has seen the strongest recovery in passenger journeys over the past two years, with the number up 133.4%. That beats metropolitan areas, where they are up 111.4%, and London, where they are up 106.3%. Over the past two years, bus mileage in non-metropolitan England is up 11.3%, which compares favourably with the 2.1% increase in metropolitan England and the decline of 1.3% in London. But—I pause deliberately, because it is a big but—all three areas saw declines in bus mileage in the latter year of the two-year period. I am afraid that reflects what we are seeing on the ground: some bus routes have been cut from, say, half-hourly to hourly, and rural stretches have been cut altogether.

However, the decline that we have seen over many years may be about to reverse because of the £31 million bus improvement funding that we have secured. We are seeking new and expanded routes, particularly in the evenings and at weekends, across the Potteries. Thanks to the funding, Lightwood, which has not had a service for many years, has just had one reinstated, with the extension of the No. 50. More services in the evenings and at weekends will help shift workers, who often struggle to get to and from their shifts. A number of other services have been extended: the No. 6 has an earlier start at weekends; evening services have been introduced on the No. 11; Sunday services of the No. 23 have been extended to Newstead; the No. 26 has an extra service every hour; and the new 36/36A service in the evenings for Meir and Meir Park will make a massive difference to those areas.

As my hon. Friend the Member for Stoke-on-Trent North said, local operators are starting to have a much more positive outlook, with First also looking to restore services to communities such as Sandford Hill and Saxon Fields, which lost its services some years ago. I very much also support my hon. Friend’s campaign to get the fleet renewed, because we need investment in new, zero-emission and sustainable buses throughout north Staffordshire. I join him in urging Stoke-on-Trent City Council to take seriously the proposals by First to invest in upgrading the fleet, which will help to attract more people back on to our bus services and help to address some of the serious air quality issues that we have seen in a number of parts of Stoke-on-Trent and north Staffordshire.

It is not just about buses; local rail should also be taking a bigger share of public transport demand in north Staffordshire. Sadly, in accordance with Beeching’s proposals, Stoke-on-Trent lost the entire loop line that served four of the six towns, leaving three with no town centre trains at all, while the fourth town, Fenton in my constituency, lost its stations on both the Crewe-Derby line and the Stoke-Leek line. The suburbs of Trentham and Meir in my constituency also lost their stations. Relying on buses to absorb the traffic, as Beeching claimed they would, has proven to be a great mistake—so notably so that Meir, I am delighted to say, is set to have its station rebuilt under the restoring your railway programme. I continue to push for it to be delivered with every urgency, and connected to local bus services too. Importantly, restoring your railway is a reversal of the Beeching mindset, not just the Beeching cuts. It has been accepted that bus services alone cannot solve the pressing issues of transport deprivation and chronic road congestion in Meir.

In Trentham, the effect of the Beeching axe has been compounded by the decision of the last Labour Government to close the nearby stations at Wedgwood and Barlaston. That very Beeching-mindset move very marginally speed up the west coast main line through the Potteries arc, but only for the benefit of people travelling between Manchester and London. Again, local buses have not filled the gap in the south of the city, and I am pressing the West Midlands Rail Executive and Network Rail to forge ahead with their work towards restoring a station in the south of the city to replace at least one of the three that have been lost.

In Fenton, again, the problem of road congestion and pollution is cannot be solved by buses alone. We need Fenton Manor station on the Stoke-Leek line restored—my hon. Friend the Member for Stoke-on-Trent North has been a great champion of that, too. The station was closed to passenger traffic in 1956, but it is now advancing through the restoring your railway fund, and it was committed for delivery in the Government’s Network North Command Paper.

It will, of course, be crucial that those rail infrastructure projects are connected to bus services and that we achieve multi-modal public transport journeys that are as seamless as possible. That should include a station at Bucknall that offers easy interchange with existing bus services along the Werrington Road to places such as Tean, and along Dividy Road to places such as Parl Hall.

In 2022, on average, people in households without access to a car made over six times as many local bus trips as those with access to a car; the figures were 131 trips per person and 20 trips per person respectively. Local bus services account for over half of all public transport trips made by people in households without access to a car. Bus services will continue to be a lifeline, but more effectively so if we can marry them up seamlessly with a growing local rail network. I note that among people in households with access to a car, under half—45%—of all public transport trips are made by bus, which suggests that people with cars are more easily tempted out of them by trains than by buses. The mix needs to be right.

I conclude with a plea to local companies to add more bus services to the mix in north Staffordshire that do not involve having to change at Hanley. Restoration of a route from Trentham to Cheadle, via Longton, Blythe Bridge, Tean, and Forsbrook, is a top priority; in peak season, it could run to Alton Towers. Thanks to this Government, with TCF, BSIP and RYR, the progress and momentum are definitely there for north Staffordshire to enjoy a meaningful revolution, frankly, in public transport provision. We must keep the momentum going and make travelling by bus more attractive, more viable and more connected, seamlessly with local rail.

[Paul Howell (Sedgefield) (Con)]

It is a pleasure to see you in the Chair, Ms Vaz. I thank my hon. Friend the Member for Stoke-on-Trent North (Jonathan Gullis) for securing this incredibly important debate.

From 2022 to 2023, the number of bus miles travelled in County Durham dropped by 18% from 14.5 million to 11.8 million, and the number of miles supported by the local authority dropped by 25% from 2.6 million to just under 2 million. Durham also saw a decline in journeys per head of population from 33.8 to 32.6. What is happening is just a complete decline. The county is among the worst for buses running on time, with just 77% running on time in March ’23.

But those are just statistics; the real thing for all our constituents is the detail that sits underneath them. I have a list of bus changes, the first of which is to the No. 7, which has increased its frequency from half-hourly to hourly. Brilliant—now I will read out the rest, which go the other way. The No. 8A has been reduced, with the removal of Sunday services, and the No. 12 has been withdrawn completely. The No. 22 and No. 22B have been reduced, down from half-hourly. The hourly X21 service from Darlington to Peterlee has been scrapped, while the X22 is going to change. There is just this inconsistency. The Scarlet Band 112 has been lost completely, as has the 113 connecting Fishburn, Sedgefield, Ferryhill and Bishop Middleham. The Arriva 57, which connected Durham and Trimdon to Hartlepool, has been replaced with another, alternative service. This jumping just confuses people.

We also have the X12, which goes past Fishburn. Our residents told the Minister on a recent visit that the direction of the route needed to be changed, with just a slight deviation. On this occasion I give credit to Arriva, which has a consultation out on doing exactly that—although that is just about the only favourable thing I can say about Arriva at the moment. Arriva has also removed the X21, which has generated more constituent casework than any other service. It is the connection that would get my people from the mining villages, such as all the Trimdons—there are several of them—Fishburn and Sedgefield. These are deprived communities, with very low car ownership. What has Arriva done? It has removed the umbilical cord that gets them to Newton Aycliffe. Newton Aycliffe has an industrial estate with 10,000 jobs on it. There is everything there, from major organisations like your Hitachis, your Gestamps and your Husqvarnas, down to the myriad small and medium-sized enterprises.

This is a lifeline for those communities, but the Trimdons and Fishburn are places with low population density and low job opportunities, and now they face this commute. To compound it all, they are also places with incredibly low car ownership. In a survey of the Trimdons, which over 400 residents participated in, most complained that the lack of bus services severely restricted their lifestyle. Some 40% of residents have had to turn down employment or education opportunities because the transport connections did not exist to get them there. Stories have been posted in the local Facebook group about young people giving up jobs or turning them down due to these transport challenges. The jobcentre has said that transport challenges are the greatest difficulty in placing people into work. I am really pleased that the recent grant for Durham can be used for infrastructure, such as new buses, bus stations and road improvements, but it cannot be used as revenue support for unprofitable routes. I think we really need to look at kick-starting these situations, even if through something short term, just to pump-prime those routes.

I want to repeat something that I said recently, in a debate on miners and mining communities, about low connectivity. For me, social mobility can only come with physical mobility. If people cannot get to the jobs, it is very difficult for them to improve themselves, no matter where they are. We have so many wonderful employment opportunities in Newton Aycliffe and NETPark, but the bus services connecting them to the mining villages are just appalling. The single most crucial factor in enabling those mining communities to thrive will be better transport, because they have incredibly low levels of car ownership, as I have said, and they are far too isolated to walk or cycle from. The efforts to improve connectivity are more critical than just about anything else going on in my part of the world. It is not only the people trying to get to jobs; right here, right now, people are trying to get to the DWP to sign on. They cannot even get there to get to their appointments to get the development, to get them to—I think you know where I am going, Ms Vaz.

There have been some attempts at improvement. Durham has something it calls Link2work, which is a dial-a-ride situation. But it is so specific: it potentially gets people to a 7 o’clock shift, and that is it. I am currently working with it and we are hopeful of getting another proposal that will expand Link2work so that people can get to a nine-to-five job as opposed to a shift pattern job, or, with a bit of luck, go shopping or to education facilities. I am hopeful; we are seeing some movement in that direction.

I will digress a bit and endorse what was said by my hon. Friend from the other Stoke—I cannot remember which one—

[Jack Brereton]

South.

[Paul Howell]

I endorse what my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) said about the importance of rail links. A restoring your railway project has been approved for Ferryhill station and is ongoing. It will deliver economic growth to the station and stimulate economic activity—all the things that make villages feel like we care and that people want to invest in them—but we need to connect the buses to the stations as well. It will be a long walk to the train if we do not deliver that.

I thank the Minister for his recent visit to my constituency to talk to residents in Fishburn. I also thank him for understanding the need for what we do and for encouraging our local providers and councils to deliver more—anything further that he can do to encourage their efforts will be appreciated.

--- Later in debate ---

[Jack Brereton]

Will the hon. Member give way?

[Bill Esterson]

I will finish the point rather than taking further interventions. At the moment, those powers are limited to Metro Mayors, but we will expand them to every local transport authority. We will also accelerate the franchising process, cutting it from the six-year slog endured by Greater Manchester down to as little as two years. We will introduce local network safeguards to provide more accountability over bus operators and ensure higher standards for operators wherever they are in England, whether they are under local franchising or not. We are going to end the nonsensical ideological ban on new municipal companies, which this Government introduced in 2017. Labour’s plans could save up to 700 routes, with local network safeguards designed to benefit profiteering at the expense of yet more devastating bus cuts. Our plan is to create up to 600 new routes by expanding franchising powers, totalling an extra 250 million passenger journeys per year.

[Jack Brereton]

Will the hon. Gentleman give way?

[Bill Esterson]

I am going to finish answering the previous two questions by going through our plans, if the hon. Gentleman does not mind. Thanks to our trailblazing Labour Metro Mayors, we know how effective franchising can be. London under Sadiq Khan has one of the most sophisticated and best integrated transport networks in the world, and Andy Burnham’s Bee Network in Greater Manchester is already improving reliability and boosting ridership. We want to emulate that in the Liverpool city region with the Mayor, and we are already adopting the approach of local franchising.

After the fantastic election results in the West Midlands, North East England, York and North Yorkshire, and South Yorkshire, there is an opportunity for other areas to join the Liverpool city region and West Yorkshire, as their combined authorities take the steps to pursue local franchising. Labour in regional government is taking bold steps to deliver for its communities, while the only remaining Conservative Metro Mayor—in the Tees Valley—refuses to pursue franchising, even when bus journey satisfaction in the Tees Valley is among the lowest anywhere in the country.

On the point about options, franchising will not be appropriate for every local authority. Labour’s plans are specifically designed to empower local authorities to use flexible funding and strengthened powers to make decisions that affect their own back yard, not through diktat from Whitehall. Our approach will give local leaders the tools they need to improve their bus services, whether through new franchising models, setting up new publicly owned municipal bus companies or significantly strengthened enhanced partnerships. That point is crucial and goes to the question asked by the hon. Member for Sedgefield (Paul Howell). There are notable pockets across England where enhanced partnerships between local authorities and operators have led to commendable levels of co-operation, excellence and improved performance. Where bus partnerships are working well, we will encourage them to continue. Labour is unapologetically pragmatic—not dogmatic—in its approach. We want to find the best solutions to the terrible state of our public transport system. There is no “one size fits all” approach, in stark contrast to the Conservatives’ ideological obsession with deregulation and privatisation.

--- Later in debate ---

[Jack Brereton]

Will the hon. Gentleman now give way?

[Bill Esterson]

I am coming to the end of my speech. The Conservatives have presided—[Interruption.] Okay, I will give way.

[Bill Esterson]

Thank you, Ms Vaz.

[Jack Brereton]

But you gave way!

[Bill Esterson]

The Chair has told me not—[Interruption.] May I seek your guidance, Ms Vaz?

[Valerie Vaz (in the Chair)]

Carry on. Jack Brereton is intervening.

[Jack Brereton]

I thank the hon. Member for giving way, but I am slightly perplexed, as to what it is we are hearing that is different from what the Government are doing. On franchising, very few to no Labour authorities have taken up those powers, despite the fact that they exist. Actually, those other authorities that are not mayoral areas can apply to the Secretary of State for authority to do franchising if they so choose. We have heard—

[Valerie Vaz (in the Chair)]

Order. We are shortly coming up to a vote and we have not heard from the Minister.

[Jack Brereton]

I would like to know what Labour would do differently.

[Bill Esterson]

I think I have understood the question. We are going to speed up franchising and we are going to make it a lot easier for people to do. It took over six years for Andy Burnham to get through the various hoops and bureaucracies in his way, and we have seen a similar problem in the Liverpool city region. We need to speed up the process. It is going to be the presumed option for any local authority that wants to use it, and that is a fundamental shift. Again, we are not being dogmatic but pragmatic.

Labour stands ready to empower local communities with the tools they need to take back control of their bus services, which is in stark contrast to 14 years of shocking decline in our bus network. What Labour will do, if we are in government, is usher in the most ambitious reform to England’s bus network in 40 years.

High Speed Rail (Crewe - Manchester) Bill (Instruction) (No. 3)

Jack Brereton Excerpts

Tuesday 21st May 2024 Commons Chamber

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

I must say that the motion before the House is quite bizarre. Now that the hybrid HS2 Bill has been adapted to supposedly deliver Northern Powerhouse Rail, we are asking the Select Committee on the High Speed Rail (Crewe – Manchester) Bill to agree a Bill for a railway that ends in a field, with no connection to the rest of the rail network. This is effectively a railway to nowhere. The motion and the adaption of the hybrid Bill will not facilitate a functioning railway until a connection is established to the rail network at Latchford in Warrington. The Department for Transport is presuming that the remainder of the line will be approved through a completely separate planning process, but does not say what that process is and when it will be brought forward. That is a massive departure from what was experienced in phase 1 or even phase 2, in which a whole corridor approach was considered, with clear connections possible, in each phase, to the existing network. It is totally flawed to segment NPR in the way proposed, rather than looking at the whole corridor, or even a whole phase or section. The proposal does not even properly consider what could be thought of as the NPR core route. The House should not be asked to approve something that will not deliver a functioning piece of infrastructure.

[Sir William Cash]

The instruction states:

“The Committee shall, before concluding its proceedings, amend the Bill by—”

and then sets out certain arrangements relating to certain aspects of the railway. It then states:

“making such amendments to the Bill as it thinks fit in consequence of the amendments made by virtue of”

the previous sub-paragraphs. The words “as it thinks fit” are an absolute carte blanche. If the railway ends in a field, it is not a railway. That is just the starting point. Have the examiners been asked to look at the Bill using the procedures for a hybrid Bill? Effectively, it will not be a Bill, when it has been treated in this way, if the instruction goes through. Should we not put forward petitions, irrespective of the constraints imposed by the instruction, to test just how much this is a matter of principle? The Bill is also constrained by the fact that Second Reading is now effectively torn up, and a new principle is being inserted into the Bill.

[Jack Brereton]

I thank my hon. Friend for those very thoughtful points. I entirely agree that the instruction is wide-ranging. It is concerning to see those sorts of powers being put forward to the Committee. It really does show the abuse of the hybrid Bill process. If any services are to use the line, the railway would have to secure much wider enhancements and additional complex infrastructure, and there is no guarantee of that being delivered. As I said, the delivery of any services on this line will depend on permission being secured for the rest of the section, and that will be approved under a completely separate planning process. The approach being taken really is totally back to front.

[Graham Stringer]

As the hon. Gentleman knows, I have a principled disagreement with him on HS2, but I respect his position. He is making a powerful case for dividing the House on this matter. Will he divide the House on it?

[Jack Brereton]

We may come to that shortly, but I am very concerned about this. Certainly, we may consider dividing on the motion.

We should focus first on properly understanding the connectivity enhancement need, and then design the infrastructure to meet that need. Instead, we already have the infrastructure design, and are trying to make it fit with the improvements that we would like for connectivity across the north, because we do not want to spend time doing this properly and restarting the hybrid Bill process. It might have made sense to use the proposed route when the track would be shared with HS2, but it does not make any sense now that phase 2 has gone. It is neither the optimal route for benefits nor the most cost-effective to deliver. I am afraid that this really is an abuse of the hybrid Bill process.

[Sir William Cash]

May I refer my hon. Friend to paragraph 3 of the motion? It states:

“The Committee shall treat the principle of the Bill, as determined by the House on…Second Reading, as comprising the matters mentioned in paragraph (4); and those matters shall accordingly not be at issue during proceedings of the Committee.”

What the motion is actually saying, surely, is that the principle of the Bill as originally passed will now be replaced by a new principle, and that any petitioner or anyone else who gets up to speak about it in any context will be told, because of an instruction by the whole House on what I could describe as the misleading basis—I am not accusing the Minister of this; I am merely commenting on the wording of the motion—that the issue cannot be put, and indeed is not to be regarded as an issue. That is a contradiction of what is clearly going on.

[Jack Brereton]

My hon. Friend has made a powerful point. That, too, illustrates the failings of the hybrid Bill process. My hon. Friend and I know about this all too well because of the abuses of the process that we have seen in Staffordshire, which really have not guarded against some of the issues and challenges to which people have been drawing attention. It brings into question the fitness of the process in its entirety, and the way in which hybrid Bills have been enacted.

This Bill was designed and set out to deliver phase 2b of HS2. It was never about NPR alone, so its original objectives were very different. To try to adapt the Bill in this way is totally flawed. It would not afford the due process that is required for the decision in question. I believe we should abandon this phase 2b Bill, and come back with a new hybrid Bill that will deliver NPR properly. We should look at the whole corridor between Liverpool and Manchester, and at areas beyond, not just at the section in the middle, which does not go anywhere. We need a Bill that is capable of delivering the whole project. We cannot just deliver a partial scheme, and expect it to magically result in capacity being released to enable the promised enhancement of services.

There are constraints along the whole route. What about the complexities of crossing the M56, the M6 and the Manchester ship canal to connect with the rail network at Latchford, east of Warrington Bank Quay? What about the enhancements that will be needed between Warrington and Liverpool, including the upgrading of the Fiddlers Ferry line to facilitate services, and what about the capacity improvements that are needed at Liverpool Lime Street station? All these issues need far more detailed consideration and focus, as well as a proper process for approval—and we have not even mentioned how all this will be delivered within a tight £12 billion budget envelope; it is more likely to cost more than £16 billion. As for the point raised by the hon. Member for Preston (Sir Mark Hendrick) about connecting with the west coast main line, I am afraid that that will not be possible because of the challenges presented in the Warrington area; the Arpley chord cannot provide a connection with the west coast main line to serve west coast stations north of Warrington.

One might ask why we in Staffordshire are so interested in these matters. It is because we fear those who are seeking to reignite phase 2 of HS2 and all the horrors that it was set to wreak on our fine county. People in Stoke-on-Trent and Staffordshire have overwhelmingly welcomed the Prime Minister’s courageous and correct decision to scrap phase 2. They want the £36 billion released to be spent on projects that will truly deliver the improvements in local transport that will help to transform their lives, and not on remote “white elephant” pet projects.

It is disappointing that the eagerness to progress the plans set out in the motion has not been mirrored in the actions to wind down site compounds, fill in the thousands of boreholes that have been left, and return land to its rightful owners across the rest of the phase 2 route. Little to no progress seems to have been made yet, and the significant costs continue to spiral, even though the project has been cancelled. People in Staffordshire communities such as Swynnerton and Yarnfield, in the constituency of my hon. Friend the Member for Stone (Sir William Cash), are still fearful, given that they have not yet seen any visible signs of unwinding. Motions like the one before us today do nothing to dispel those fears, and there are concerns that some people would like nothing better than to see phase 2 restarted. That is why I have tabled several probing amendments, because we need to know that all elements relating purely to phase 2 will be removed.

Amendment (a) would leave out the provisions relating to the entirety of phase 2b from the junction with phase 2a at Crewe to where it would have joined the line to share track with NPR—importantly, including the stub and junction for where the line would join NPR, which would otherwise remain part of the design. Clearly, following the cancellation of phase 2, the stub and junction are no longer needed, so they should be removed from the design. Removing them would help to reassure that phase 2 could not be restarted at a later stage.

[Sir Gavin Williamson]

I thank my hon. Friend for making such powerful points. Does he hope that the Minister will come to the Dispatch Box and give him those reassurances—maybe right now?

[Jack Brereton]

Absolutely. We need reassurances from the Minister to allay the many fears among our communities throughout Staffordshire.

Amendment (c) is consequential on amendment (b), and both relate to the “Ashley infrastructure maintenance base - rail”. This IMB-R was specifically designed to service phase 2 of HS2. Given that phase 2 has been cancelled and that the IMB-R will no longer be required, NPR will be served by other facilities on the wider network. Again, the removal of the facility would give much reassurance about the cancellation of HS2 phase 2, and confirm that the project will not be brought back at some future point.

Amendment (d) would remove references to “high speed” but retain the word “railway”. This would be an important change, given that the line will be a conventional railway, not high speed. The NPR route between Manchester and Liverpool cannot and will not be high speed, because it is too short, at 67 km. It has two intervening stations and involves the use of sections with very sharp bends at Warrington and south of Liverpool, so it would be impossible for the route to be high speed. Without phase 2, it makes no sense to design this short section to high-speed standards, which would end up being dramatically over-specified and incur huge additional and unnecessary costs—unless, of course, the intention is to reignite phase 2.

On NPR, I must make it clear that I fully support the intention to properly connect cities and communities across the north. I know the importance of improved rail connectivity for my own city of Stoke-on-Trent, and I have led efforts to reopen more of our local rail network. I am incredibly grateful for the Government’s support for projects such as reopening Meir station and the Stoke to Leek line, which were included as part of Network North. I know the transformative impact that improving such rail services can have on the opportunities available to our communities.

What has been set out today, however, will not deliver on the intention of Northern Powerhouse Rail and communities in the north—it will not even come close. As the Minister and the Secretary of State will know, we have presented the Department with far superior alternatives, which should be given more serious consideration. The alternative upgrade proposals for the Chat Moss route would not only entail half the cost, but deliver far greater benefits. Upgrading the alternative route could deliver a shorter route between Manchester and Liverpool that is capable of delivering a 26% quicker journey time than is proposed. That is 26 minutes, as compared with the 35 minutes in the proposals.

Additionally, due to the extreme complexity and over-engineering of parts of the proposed route, not only could our proposal be delivered eight to 10 years sooner, meaning that communities across the north would feel the benefits far earlier, but our proposals would allow connectivity of the NPR core route to a far greater range of destinations throughout the north-west, including Preston, Wales and even into Scotland. It would also release the budget needed to enable the delivery of the much-desired underground through-platform at Manchester Piccadilly, which would otherwise remain far beyond reach.

To conclude, I hope that the Government will give far greater consideration to how NPR can be delivered, which can mean greater benefits and better value for money for the taxpayer. The proposal before us today does not do that. It is not even capable of delivering a functional piece of infrastructure. I strongly believe that the only way that can be achieved is through the introduction of a new hybrid Bill that is capable of properly delivering on the aspirations of Northern Powerhouse Rail and properly divorcing the scheme from phase 2 of HS2. It is essential that we see greater clarity and reassurance of communities throughout Staffordshire. Most importantly, we must see far greater urgency in progressing the unwinding of phase 2. I hope the Minister and the Department will take on board those concerns and reflect them in the action we need to see.

[Several hon. Members rose—]

--- Later in debate ---

[Graham Stringer]

I agree with the hon. Lady, and I hope I have already made that point.

[Jack Brereton]

The hon. Gentleman mentioned Scotland. Of course, it was always intended that HS2 would be compatible with the conventional network that serves Scotland. Why does he think the Department for Transport specified HS2 trains that are not able to tilt and are not the right size to go on the classic network?

[Graham Stringer]

I cannot answer that question. It was a Government decision, and the Minister has indicated that he will answer.

I respect those who oppose HS2. This House has supported HS2, which has been in all of our manifestos. I think it is outrageous that HS2 to Manchester has been cancelled by an insulting edict from the Prime Minister. The most important point in this debate was made by my hon. Friend the Member for Portsmouth South (Stephen Morgan), who said that the elected Mayors of the west midlands and Greater Manchester have put together a plan to consider alternative methods of funding HS2. I hope the Minister can reassure the House that the Government will not follow a “burnt fields” policy of destroying it to make it more difficult for an incoming Labour Government to resurrect it.

The Conservative Members present say that they will remain opposed to HS2, and I remain supportive, because HS2 is good for the country, good for the environment and good for the economy of the north of England.

--- Later in debate ---

[Jim McMahon]

The problem is that there was no debate or legislation when the Prime Minister woke up one morning and decided to cancel HS2; it was done on a whim. All those manifesto commitments, all those promises to the business community and to the public that we would see this through, because we had a generational responsibility to plan for the future, were scrapped overnight. I have no faith that any further parliamentary process will ultimately deliver better transport in the north of England. In the end, it will be used by people who have another interest, which is to stop it entirely.

[Jack Brereton]

If we had a Labour Government—I hope that we will not—does the hon. Gentleman think that they would bring phase 2 back?

[Jim McMahon]

In the end, it would be for the Labour Government to assess what they inherit at that point, but does that not make the case for not having a scorched-earth policy of completely derailing what could have been HS2 by selling off the lands and the assets that were purchased to free up that route in the way this Government are currently proposing?

--- Later in debate ---

[Grahame Morris]

My goodness, that is a complicated intervention—I am not sure that I am suitably qualified to answer it. I just thought that I might share some of my thoughts having served on the Bill Committee, without any particular axe to grind.

I served on the Bill Committee because I was asked to do so as a servant of the House, in order to consider the merits or otherwise of the various petitions. I do not know whether Members are familiar with the process. I am not suggesting for a moment that it is perfect, and I know that there are arguments for revising the hybrid Bill procedure, which is quite lengthy, but some right hon. and hon. Members have suggested—perhaps through a lack of understanding of the process—that it is a mechanism for steamrolling through opposition, and I can absolutely assure them that that does not happen. In fact, if anything, petitioners—who may be individuals, businesses, environmental groups, local authorities or groups representing commercial interests, such as the National Farmers’ Union—are given ample opportunity to make representations to the Committee through petitions, and then to speak to those petitions and articulate their arguments for mitigation, compensation and route variation.

[Jack Brereton]

Will the hon. Member give way?

[Grahame Morris]

I will, but I am conscious of time.

[Jack Brereton]

The hon. Member will know from Transport Committee visits that some of the commitments made in the hybrid Bill Committee have not been honoured. Does he share my concerns about that?

HS2 Cancellation and Network North

Jack Brereton Excerpts

Wednesday 17th January 2024 Westminster Hall

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

I beg to move,

That this House has considered Network North and the cancellation of HS2 Phase 2a.

It is a pleasure to serve with you in the Chair, Mr Davies. I am delighted to have secured this debate. The cancellation of High Speed 2 phase 2a is an important topic for consideration, as is the transfer of funding to what has been dubbed Network North. I will start by making my position crystal clear. I welcome the cancellation of HS2 phase 2a because the reality is that it would have caused great pain to Staffordshire, and I welcome the Network North initiative because it promises great gains for Staffordshire. Because Staffordshire is the heart of the country, and is increasingly a national base for north-south and east-west logistic operations, its gains will be gains for the whole United Kingdom economy.

There is of course a big “but”. Network North is greatly encouraging—but it must not merely illustrate projects; it must deliver them in a coherent programme of transport improvements that get the country moving and deliver productivity gains.

[Michael Fabricant (Lichfield) (Con)]

I congratulate my hon. Friend on securing this debate on an issue that is very important for Staffordshire, as he rightly points out. Does he know—perhaps the Minister can clarify this later if he does not—where the money will be allocated in the west midlands region? In Lichfield, we are very keen to extend the cross-city line, which runs through Birmingham and Lichfield to Burton. There will be a station to serve the National Memorial Arboretum. Does he think funding might be available for that?

[Jack Brereton]

My hon. Friend has been a long advocate of restoring the important cross-city line. I very much hope that such local considerations will be taken on board and that funding will be directed locally to make a difference. I am sure the Minister will clarify the position and expand on what my hon. Friend said.

When we can see the wood for the trees, the important point is this: there are localised projects that will help knit together our national transport network for the benefit of a far wider range of people than the elite who want to get in and out of London on business expenses as quickly as possible regardless of the consequences for local communities in Staffordshire, like those in Yarnfield and Swynnerton in the constituency of my hon. Friend the Member for Stone (Sir William Cash). We have already experienced that in north Staffordshire, even before HS2 phase 2a. I am not just talking about the Beeching axe, which was bad enough and of course did not exclusively affect the Potteries; I am talking about the last Labour Government’s decision to make it quicker to get between Manchester and London via the west coast mainline Potteries arc by annihilating three local stations that had survived the Beeching cuts of the 1960s.

[Sir William Cash (Stone) (Con)]

Is my hon. Friend aware that we led a massive campaign to reopen Stone station, and that the footfall there has been absolutely phenomenal since it was opened, which demonstrates the need to get these stations back in line?

[Jack Brereton]

Absolutely. I entirely agree with my hon. Friend. Stone station was a victim of the west coast upgrade changes, but thanks to his work and that of those who campaigned for its reopening, it has reopened and been extremely successful. I hope we continue to see those types of station reopen.

The west coast upgrade meant that in Stoke-on-Trent, for marginal time gains between Manchester and London, Etruria station—the very place where the fist sod was cut for the North Staffordshire railway in September 1846—was closed by the Labour Government in September 2005. To the south of the city, Wedgwood and Barlaston stations were suspended in 2004 and neither has subsequently reopened or been maintained in a good state of repair. I understand from Network Rail that neither can now be reopened to passenger services without significant investment and potentially being completely rebuilt, which means that there is now no intermediate local station between Stoke-on-Trent and Stone.

As my hon. Friend the Member for Stone illustrated, the same happened with Stone station, but thanks to his efforts and those of the community, it was reopened in December 2008 and now has some services for that town. So much for Labour’s Strategic Rail Authority! That experience has made us determined that HS2 would either have to work for Stoke-on-Trent and Staffordshire, or we would have to drop it entirely. Unfortunately, it had become clearer and clearer that HS2 would not bring benefits to Staffordshire, certainly not the net benefit that we would need to see to justify the horrendous disruption, painful compulsory purchases and the disruption of ancient woodland.

A constituent attended my surgery recently whose business has been and continues to be affected. Unbelievably, he has recently been asked by HS2 Ltd to commission further thousands of pounds of costly reports to prove the value of his business, despite the 2a route no longer even going ahead. He is not alone: many businesses and property owners throughout Staffordshire continue to be hounded by HS2 Ltd and forced to give up their businesses or sell their land, despite phase 2a being cancelled. A line must be drawn under the compulsory purchase order process. I am sure we will hear more about that tomorrow in the Backbench Business debate on HS2 compensation that is being led by my hon. Friend the Member for Stafford (Theo Clarke). Ultimately, however, it is essential that the Government keep to their word and urgently lift the safeguards on the 2a route, and that efforts are made to rapidly extricate HS2 from the lives of people in those communities and elsewhere in Staffordshire.

Every day that goes by costs the public purse considerably in extortionate security costs and wasteful legal processes for sites that are no longer even needed. If further clarity were needed that HS2 would not bring benefits to Staffordshire or indeed nationally, it was striking to hear from Trevor Parkin and Trevor Gould from the Stone Railway Campaign Group at the oral evidence session of the Transport Committee in Birmingham on 30 November last year. Trevor Gould said:

“I was a great advocate of the HS2 project. I fully support the idea in principle and I still think that it is important that high-speed trains are segregated from freight and slower passenger trains, but unfortunately this HS2 is not the way to do it; it does not do what it says on the tin. It does not release capacity north of Birmingham, it does not improve connectivity because of that”.

As we know, the three fast trains an hour currently serving Staffordshire—one via Stafford and two via Stoke-on-Trent—were set to be replaced by one HS2 service calling at both, which would have terminated at Macclesfield. That is a major reduction on what we currently enjoy, so it is not at all clear that there would have been extra capacity or connectivity, which is what HS2 was supposed to address. In fact, according to HS2 Ltd’s updated 2022 strategic outline business case, the only places north of Birmingham that would have received a higher number of services than they do today would have been Runcorn and Liverpool.

In the meantime, there is a pressing list of other projects that need to be delivered to ensure local services and connectivity into the hub stations are maximised. The reason for that is the major constraints at Crewe, particularly Crewe North junction, which were made worse post phase 2. HS2 had no plans to increase the number of platforms or address the constraints at Crewe North junction, which means the only possible way to run HS2 services would have been to take out what already exists, removing local and regional connectivity. I am not even convinced that HS2 intended to run any meaningful service to Stafford, Stoke-on-Trent and Macclesfield.

On 10 January, the executive chair of HS2 Ltd, Sir Jon Thompson, appeared before the Transport Committee and I asked him to clarify some striking comments that he had made to the Public Accounts Committee on 16 November. I put it to him that he had said to the PAC that if HS2 phase 2a had indeed been built,

“HS2 trains would never have gone on to the west coast main line”

at Handsacre and that “they would have joined” the west coast main line only “north of Manchester.” To that he replied: “Yes.” Of course, I pressed him on that because it would mean that the proposed services to Stafford, Stoke-on-Trent and Macclesfield were never actually going to materialise, even on completion of phase 2a. Sir Jon said that

“if 2a had been constructed, the advice to me, which I have got written down here, is that we would not have used that junction.”

That is Handsacre junction. I await further clarity in writing, but that does, at face value, confirm my worst fears about what HS2 Ltd was actually planning at Handsacre, which is a fait accompli of connections that would not have carried HS2 trains up the Potteries arc—and it would have all been too late by then to do anything about it.

Macclesfield—always a very odd choice of terminus, fine though that market town undoubtedly is—appears to have been a fig leaf to quieten Staffordshire down during the construction phase. Originally, under the hybrid Bill of 2013, it was proposed to create a full connection at Handsacre for HS2 by connecting the new track into the existing fast lines, enabling HS2 services to join on to the west coast main line. Then, in 2019—Trevor Parkin of the Stone Railway Campaign Group made this point very well at the Transport Committee on 30 November—HS2 redrew its intentions at Handsacre in order to join the slow lines of the west coast main line and not the fast lines. The options analysis for that extraordinary move has never been published, and we still do not know why that bizarre decision was taken.

With the cancellation of phase 2, it is clearly essential that we now revert to the original design for the Handsacre junction, to enable a proper connection with the fast lines to maximise capacity and allow services to run beyond. As I said, we await further clarification in writing about the reasons behind the changes, which are unlikely to be to do with cost, as people have attempted to claim. It seems unlikely that HS2 had intended any real, meaningful Stafford-Stoke-Macclesfield services to run at all.

[Michael Fabricant]

I am sorry to intervene on my hon. Friend again, but he mentions Handsacre, which of course is in my Lichfield constituency, and I am fascinated by what he says. I know, for example, that the Mayor of the West Midlands, Andy Street, is banking on the service from Curzon Street in Birmingham providing an HS2 service, albeit not necessarily at high speed, up to Manchester. That would be impossible if the Handsacre link were now not to go ahead. My constituents need clarity on this and I hope that the Minister, in his reply, will be very clear about whether the Handsacre link is going ahead—we all assume that it is.

[Jack Brereton]

I thank my hon. Friend for that point. It is essential that the Handsacre link goes ahead, otherwise there is no way to connect those services back on to the west coast main line to provide that service into Manchester, Liverpool, the rest of the north-west and ultimately up to Scotland. It is vital that the Handsacre link is done right and that we see HS2 connect not just on to the slow lines at Handsacre, but on to the fast lines. If we connected it on to the slow lines, that would severely constrain the capacity of the west coast main line in that location, so it is essential that we revert to the original design and that HS2 connects on to the fast lines at Handsacre to maximise the potential of that capacity release.

The issues that we have been raising about Handsacre are things that we have long feared. In January 2020, I wrote—with my hon. Friends the Members for Stoke-on-Trent Central (Jo Gideon), for Stoke-on-Trent North (Jonathan Gullis) and for Newcastle-under-Lyme (Aaron Bell) and my right hon. Friend the Member for Staffordshire Moorlands (Dame Karen Bradley)—to the then Prime Minister, Boris Johnson, to make it clear that our support for HS2 was conditional on realising the Handsacre link in full, with services to Stoke-on-Trent and on to Manchester, and not just Macclesfield. Then, of course, the whole world changed for two years because of the covid pandemic.

It became increasingly clear that the costs of HS2 were going to balloon and that the focus on whether to deliver on it at all had changed. Further, given the many failings of the project and the few solutions it offered to the problems of capacity and connectivity, with costs spiralling out of control, it is right that it was paused for a period of reflection and that ultimately phase 2 was dropped.

That decision frees up huge amounts of funding for other pressing projects that are better suited to the post-covid reality of the trend of working from home, and more flexible and online working. Few of us had heard of Zoom or Teams before covid, but their use is now commonplace, including for entire conferences. At the same time, leisure travel by train has been very strong. We need to see a network that meets today’s challenges and consumer demands, and I think Network North can help us to achieve that.

For a start, unlike HS2, Network North recognises that the transport network is not rail alone and nor is it just about getting to and from Euston. Got right, the national transport network improvements focused on the midlands and the north, with enhancements such as junction 15 of the M6, which I hope will be completely upgraded, will facilitate much more seamless travel, faster journeys, more destinations and considerable freight gains, including reduced carbon miles and greater connectivity north-south and east-west that will benefit the midlands and the north. Even projects undertaken outside the midlands and the north will benefit those areas.

I particularly highlight the proposed rail upgrade at Ely junction, which will drive the momentum we need to see towards re-establishing a proper east-west freight route, with options to increase freight from Immingham and Felixstowe to Liverpool via the Potteries. Much of that currently takes a significantly elongated route down to the north London line, across and then up the west coast main line. That could also include reuse of the North Staffordshire line. That would facilitate the reopening of a station at Keele University, which was one of the aims of the restoring your railway bid sponsored by my hon. Friend the Member for Newcastle-under-Lyme. Its time will come, and probably sooner if the result of dropping phase 2a is to closely look at east-west links just as much as at north-south. The advantage of that would be a significantly increased capacity on the west coast main line by moving more freight on to other lines and significantly reducing journey lengths for freight. That would deliver major cost and environmental savings. Indeed, there is now an amazing opportunity to look not just at linking up our big cities with even quicker rail links than they already enjoy, but at transport connections within city regions.

That brings me nicely to the major area of my speech today, which is the use of capital release from HS2 phase 2a to fund restoring your railway projects. Restoring your railway is a very good scheme. It has been hugely popular among colleagues across the House and the communities we represent. Its flaw has been that it runs to only £500 million and that it expects some of the poorest areas of the country to stump up 25% of the funding for any projects taken to delivery. That local contribution hurdle has threatened to be insurmountable for a number of schemes, so I am completely delighted that that is no longer necessarily the case. Suddenly, it becomes possible to get 100% funding for the delivery stage of transformational projects, such as the reopening of Meir station in my constituency and the reopening of the Stoke to Leek line, which includes a station at Fenton Manor, which is also in my constituency. That is hugely welcome and we will continue to press the case for that funding in order to achieve the national objectives of levelling up: increased productivity, better connectivity, improved life chances, carbon reductions and much more.

The misery of HS2 was going to be fully funded, so it is only right that its successor projects are fully funded too. As I am always keen to say, I fully support levelling up, but we cannot simply level ourselves up after years of having so much taken away from us by Beeching and the Strategic Rail Authority. Much of our transport planning has been focused on making north Staffordshire an easy place to get to and for outsiders to travel through, but it is harder for local people to travel around. Meir in my constituency, which has the A50 running through it, has some of the worst traffic congestion. Despite 40% or more of households in Meir North being without a car, there are still major traffic issues there. Similar issues are seen in communities such as Blyth Bridge, where local roads often take the brunt of congestion, especially when anything goes wrong on the A50 or the A500. Further consideration needs to be given to addressing reliability problems on the A500 and A50 corridor, and it is positive to see that corridor listed for improvements as part of Network North.

In north Staffordshire, public transport—where it exists—is based mainly on buses that often do not go to where people need them or at a time when people want them. We have secured major investment to improve our local bus services—there is £31 million of planned bus service improvement funding—but the time has come to restore our rail services as well. We should reverse the Beeching axe, so that skills, training and employment opportunities are opened up to communities such as Meir that are deprived on multiple measures.

I am delighted that Meir station is now at the advanced project stage of RYR, and very advanced in that stage. I want shovels in the ground as soon as possible. A station will put Meir within 10 minutes’ direct train journey from the heart of the university quarter in Stoke-on-Trent, whereas the bus journey can take over an hour in traffic. I hope that, following the opening of Meir station, we might also see a doubling of passenger services on the line from Crewe, through Stoke and Derby, to Nottingham, and go from one train an hour to two.

Meir is not alone in needing rail connectivity to Stoke town and the university quarter—connectivity not provided by bus—so I am delighted to see that restoring your railway has taken the Stoke-to-Leek line project forward to the feasibility stage, our strategic outline business case having been accepted. This line was closed to passenger traffic in 1956, except for a few football specials, and to freight in 1989, and has never served some of the biggest post-war estates in Stoke-on-Trent. Even when it ran, in the 1950s, there was no station for inter-war estates such as Abbey Hulton, which has many of the same challenges as Meir. Fenton Manor in my constituency will reopen under the Stoke-to-Leek line proposals. That opens up a major centre for leisure, employment and secondary education—St Peter’s Academy —to more of our city’s residents, while reconnecting residents of Fenton to the rail network.

Sadly, my right hon. Friend the Member for Staffordshire Moorlands is unable to be with us today, but she very ably chaired the Stoke-to-Leek line project. It would be remiss of me not to plug the benefits of visiting her beautiful constituency, which more of our constituents will be able to do with ease once the Stoke-to-Leek line is rebuilt. It can easily take longer to get from Leek to Stoke-on-Trent station by road—especially by bus—than it takes to get from Stoke-on-Trent to London by train. Again, that makes the point that getting to and from London and big cities such as Manchester slightly faster is not as pressing a priority for people in Staffordshire as getting around and across our county and its sub-regions more easily and quickly.

To make that work, we really need Stoke-on-Trent City Council and Network Rail finally to deliver the funded and promised packages of the transforming cities fund. The city’s MPs have had to watch with horror as delay upon delay has been announced in delivering the package, although we busted a gut to secure the funding, as the city council repeatedly seeks to redefine schemes that should already have been delivered. I am particularly concerned about the promised improvements to Longton station and the environments of public realm around Times Square, with its iconic railway bridge. Covid has too long been an excuse for the delays to these projects. Longton needs a properly accessible station with lifts. The Victorian ticket hall could also be restored. The station needs to look and act like a station, rather than being just a backwater of the town.

The Department has shown great patience, and I am grateful for that. I hope it will consider all the options available to get the transforming cities fund package over the line and delivered in Stoke-on-Trent. I note that paragraph 69 of the Network North document makes an explicit commitment to improving the accessibility of our train stations, with £350 million more having been provided for 100 stations. Funding released from HS2 can easily rescue aspects of TCF from further downgrading and delay. Further improvements are needed at Stoke station to increase its capacity, in terms of both platform and concourse space.

The cancellation of phase 2 means that it is more likely that high-speed services will run through Stoke to Manchester, so it is essential that Stoke station be properly equipped to accommodate those additional services. That is alongside the Stoke-to-Leek services, the upgrade to two trains per hour that we need on the Crewe to Derby line, and the potential for additional freight. A lot of mothballed railway infrastructure in north Staffordshire needs to be brought back into play, including not only the Stoke-to-Leek line, which is still a statutory railway that is owned by Network Rail, but a number of other parts of the network.

On the Crewe-to-Derby line, we also need a redoubling of the track between Crewe and Alsager, which would help to release significant capacity and allow for increased services through that part of the network. I would like to see track re-laid around the back of Stoke station and new platforms to the west of the station, which is currently a car park but was formerly full of freight lines that ran around the back of the station to the goods yard. The goods yard is now a major levelling-up project; it is time for the station and its capacity to be levelled up as well.

Given the tens of billions in funding released from HS2, there will now be many hands in the air for projects across the country, either those already included in the “Network North” document or projects elsewhere. I have already mentioned junction 15, which was part of the road investment strategy 3 pipeline, the A500 and A50 corridor, Meir station, and the Stoke-to-Leek line. There are also existing RNEP—rail network enhancements pipeline—projects that would be useful. I hope that the Minister can say whether the Department intends to reallocate HS2 money to any of those projects, or add in HS2-ready works that we need on parts of the west coast main line to upgrade it to take phase 1 services.

When the RNEP was first introduced in 2018, the Rail Industry Association welcomed it as an open and transparent way of sharing the forward pipeline of potential works. It was updated in October 2019, in what was intended to be the first annual update, but there have been no updates published since, despite repeated requests. It may be another casualty of covid, but the time is right to revisit the RNEP and publish an updated list that takes account of the changed focus following the cancellation of HS2 phase 2 and other, more recent publications. That will help to prioritise schemes that will have the greatest impact on connectivity, levelling up and productivity. I am confident that Meir and the Stoke-to-Leek proposals will be important additions.

A new station to serve Trentham or Barlaston, which I have been campaigning for, would also be welcome. I am actively engaging with Network Rail and the West Midlands Rail Executive on how they could deliver that. It would restore the rail connectivity that was lost with the suspension and demise of Wedgwood and Barlaston in 2004, and to the Beeching axe, which closed Trentham station in the 1960s. I have been on site with Network Rail at the former location of Trentham station, and I look forward to seeing Network Rail’s plans for how restored rail connectivity at either Trentham or Barlaston could best serve communities between Stoke and Stone.

Our transport problems in Stoke-on-Trent and north Staffordshire cannot be solved by buses alone. We have tried that. Cross-city journeys that were once reliably fast on our local train network are now painfully slow on multiple buses that are extremely unreliable because of severe road congestion. It is not that buses have no place—they absolutely do—but they solve different transport problems. They are not always the most viable alternative to the car, or the most effective at cutting road congestion, but that does not stop them being a valued part of the public transport mix.

I welcome the extension of the £2 fare until the end of this year; that will help get people back on buses. Passenger numbers were in steep decline even before covid, and costs were certainly a factor. I hope that the bus service improvement plan for Stoke-on-Trent, which provides all-day bus travel for £3.50, will galvanise that effect. However, if cross-city bus services are to be restored, much rests on delivering a seamless bus-rail transport interchange at Stoke station, which was promised under TCF. Even then, they will not cover the cross-city journeys that could easily be completed with a restored Potteries rail network. Ultimately, we need an Oyster-style system that will allow passengers to travel by both local bus and rail across the Potteries. That might eventually also apply to a tram network—something we are keen to see delivered in north Staffordshire. To work up those proposals to the required level of detail and engineering feasibility, some of the released HS2 moneys might need to be set aside for development funds. That worked in the case of the restoring your railway fund, where the initial hurdle is to prove that a transport problem exists, and that a public transport solution needs to be explored—although I repeat that a 25% local funding requirement is a major barrier to achieving that.

I want to mention briefly the improvements that might be needed on the west coast main line to make the network HS2-ready. In addition to Handsacre reverting to the original design, we must see action to address the issues at Colwich and create a properly grade-separated junction there. Consideration should also be given to what could be done to achieve four tracks at Shugborough. At Shugborough tunnel, there is a section where there are only two tracks. If that were addressed, there could then be four tracks all the way to Crewe. As with Stoke station, we need to look again at how best to optimise Crewe station. I have already mentioned the need to redouble the Crewe-Alsager section of the Crewe-Derby line, and the opportunity to reuse old sidings at Longport to relieve congestion on that line.

We also need to look at the capacity constraints at Crewe that HS2 Ltd failed to address, not least by drawing on Network Rail’s 2016 report, “Crewe Hub: improving capacity and connectivity for our customers”. That report noted that services have to cross over and share tracks at the Crewe North and South junctions, which cannot fit any more crossing train movements. There is an opportunity with the cancellation of phase 2 to focus on Crewe station to help address some of those constraints.

In particular, we should seriously consider delivering the bi-facing island platform on the Manchester independent lines to the west of Crewe station. That was envisaged in the hybrid Bill but subsequently scrapped by HS2 Ltd. I hope the Minister will revisit that, because using those independent lines with a bi-facing island platform will solve a lot of the conflicting movements and congestion issues at Crewe, especially for the Cardiff-Manchester train, and open up possibilities for more frequent local services and new services, and for restoring lines to Crewe. There can also be freight gains, and we need to remember that our transport network is not just for passengers but for goods and logistics.

Finally, I want to mention Northern Powerhouse Rail, which is obviously impacted by the decision on phase 2, given that it was proposed that it would share some of the track. However, I have recently seen alternative proposals for upgrading to a different, shorter route, which could offer a much more viable solution to NPR. I will share those proposals with the Minister, and I hope that he will give them serious consideration, as they could mean delivering NPR sooner, with greater benefits, and at a third of the cost of what is being proposed.

In conclusion, the cancellation of HS2 phase 2a promises to release resources that can make Staffordshire a place of great transport gain, instead of a place of great transport pain, which is what HS2 was likely to make it. For the many people who have had their properties compulsorily purchased, the pain has already been incurred, and that pain needs to be drawn to a final close, and properly compensated and addressed. At the end of the day, HS2 phase 2a just did not add up, or rather its costs kept mounting, but its benefits kept diminishing. We have an opportunity to focus on local benefits that will add up to a more coherent, productive and well-connected transport system across road and rail, for the benefit of more than just those elite travellers moving between our biggest cities. Meir station and the Stoke-Leek line must be among the local schemes that are delivered. I look forward to the Minister’s reply.

--- Later in debate ---

[Gavin Newlands]

I recognise some aspects of what the hon. Gentleman said, but I disagree with other conclusions that he has drawn. It is obviously up to the Government to change planning regulations if they wish, but they have got themselves into a bit of a nightmare with HS2 land purchases.

We have done all that for the bargain price of £60 billion. I have said many times here and in the main Chamber that in the UK we are often too timid in taking on big infrastructure projects. Incremental change is good, but sometimes a big bang is the only thing that will change things fundamentally for the better. Many of us supported HS2 because behind the headline of a new supercharged branch line south of Birmingham was a substantial increase in capacity on the west coast mainline, and the broader rail network would be freed up when traffic was switched on to the new lines.

[Jack Brereton]

Will the hon. Gentleman give way?

--- Later in debate ---

[Stephen Morgan]

We have limited time, so I need to make progress. The Government announced a plan so rushed and ill-thought through that it included an extension of Manchester’s tram link to the airport, a project that opened nine years ago; an upgrade to the A259 to Southampton, a route that does not exist; and a

“brand new rail station…for Bradford”,

a project that has been scrapped and reinstated by three Tory Prime Ministers in a row.

On investigation, it has quickly become clear that the vast majority of Network North announcements relate to projects that have already been built, have already been announced, or do not exist. Just when we thought the fiasco could not become any more laughable, just a week after the announcement, the Prime Minister revealed that the Network North plans were only “illustrative”.

Do Ministers really think that people will fall for that? They will not, because they have had enough of the delays, cancellations, rising fares and overcrowded trains that they have to endure under this Government’s broken rail system, and enough of being told that Network North is going to transform transport in their community, and then seeing the money spent on potholes in London. They have had enough of the broken promises by a broken Government. Labour knows how vital infrastructure is for economic growth, connectivity and attracting investment. After this fiasco, we know that the north and the midlands—the entire country—cannot afford to repeat the same mistakes that we have had to ensure over the past decade.

[Jack Brereton]

Will the hon. Gentleman give way?

[Stephen Morgan]

No, I will carry on because I am conscious of time. The hon. Member had plenty of time to speak earlier. We have launched an independent expert review of transport infrastructure, headed up by Jürgen Maier, so that we learn lessons from this mess, ensure that we deliver transport infrastructure faster and more effectively, and ensure that communities across the country can see the benefits.

When a Government make huge decisions on the fly without bothering to consult experts or the communities that they will affect, the consequences are vast. I have heard from many small and medium-sized enterprises whose long-term business plans were built around HS2—businesses across the country that will now be letting people go because of the chaos of the last few months. People’s homes, land and businesses have been sold off, and they will now be asking why. Three months on, the Government still have many questions to answer.

--- Later in debate ---

[Jack Brereton]

I thank the Minister for his response and all those Members who contributed to a full debate. I do not necessarily agree with all the Opposition Members, but I thank them for their contributions. I hope we can continue to work with the Minister and the Government to deliver on many of the Network North projects we have now seen come forward, because they will make a huge difference, far more than could ever have been realised through HS2.

Question put and agreed to.

Resolved,

That this House has considered Network North and the cancellation of HS2 Phase 2a.

Oral Answers to Questions

Jack Brereton Excerpts

Thursday 14th December 2023 Commons Chamber

[Mr Speaker]

Marvellous.

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

As the Minister will know, I very much welcome the decision on phase 2 of HS2. However, there is still an impact on many land and property owners in Staffordshire. We heard in the Transport Committee that it could take up to two years to get land back to those owners. Will my hon. Friend look into this urgently to ensure that those property owners—particularly farmers, who need to know when they can sow their crops—get that land back as soon as possible?

[Huw Merriman]

In the words of Take That, I ask my hon. Friend for a little patience. It will take time to develop a programme to ensure that we deliver value for money for the taxpayer and do not disrupt local property markets. We will engage with the affected communities throughout the process. Where land can be rented back out and therefore put to use—farming is a good example —that is happening right now, and we will ensure that that happens even more so now that we have certainty about HS2.

Zero-emission Vehicles, Drivers and HS2

Jack Brereton Excerpts

Monday 16th October 2023 Commons Chamber

[Mr Harper]

I am not going to pluck dates out of the air. It is worth saying that phase 2 of HS2 was not going to deliver trains to Manchester until 2041. This funding is over a significant period of time. Clearly, we have to have the normal processes in place where we work through business cases and do all of that. I am not going to pluck dates out of the air. Since we made the announcement, I have met both National Highways and Network Rail. They are now working through the detail of how these proposals fit in with their planning processes. We will announce the details in due course, but the right hon. Lady would not expect me to pluck dates out of the air. We will announce them in the normal way. I know that my hon. Friend the rail Minister is meeting her local authority to talk through the details of these important schemes.

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

I very much support this decision on HS2, given that the cost was totally out of control, the benefits were much diminished from what was originally promised, and many of the stations in Staffordshire and up and down the north will actually receive a better service via the Handsacre link than ever could have been delivered by phase 2. Does my right hon. Friend agree that people in Stoke-on-Trent in Staffordshire very much want to see investment going into local schemes such as reopening Meir station, reopening the Stoke to Leek line, investing in the A5 and the A50, and investing in junction 15 of the M6?

[Mr Harper]

I am grateful to my hon. Friend, who has demonstrated through his question and that list of valued local schemes why investing the money in those schemes will deliver more benefits to more people more quickly than delivering the rest of HS2. That is why he and many other people have warmly welcomed this decision.

Rail Ticket Offices

Jack Brereton Excerpts

Thursday 6th July 2023 Commons Chamber

[Mr Speaker]

I do not think the Minister should plug The Beatles in that way.

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

Many people using stations such as Stoke-on-Trent station are infrequent travellers, and many are vulnerable or elderly and need support to buy a ticket. Can the Minister assure me that there will always be someone at Stoke-on-Trent station to provide a paper ticket to those without digital skills?

[Huw Merriman]

There are no plans to replace paper tickets through the train operators’ process. Again, the aim is to ensure that ticket office staff are freed up and on the platform to sell the tickets and help passengers to purchase them at the machines or online. The hope is that, thereafter, those passengers will be able to book for themselves with confidence, without needing to use that service. Those staff will also be available at Stoke-on-Trent to provide other services and information: more customer services. This is the exact way in which our rail passengers transact across the retail and financial space, which is why it is the right approach for the railways.

Williams-Shapps Plan for Rail

Jack Brereton Excerpts

Wednesday 14th June 2023 Westminster Hall

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

It is a pleasure to speak with you in the Chair, Ms Fovargue, and I congratulate my hon. Friend the Member for Cleethorpes (Martin Vickers) on securing this much-needed debate. It is also a pleasure to follow my hon. Friend the Member for West Dorset (Chris Loder).

I very much supported the enthusiasm of the former Secretary of State for Transport, my right hon. Friend the Member for Welwyn Hatfield (Grant Shapps), when he launched the Williams-Shapps plan. I particularly supported the commitment to ensure that we saw a reversal of some of the damage done by the Beeching mindset. That was why I was somewhat concerned that a Beeching-esque mindset could see some revival under William-Shapps, although it is not inevitable that that will happen.

The Beeching mindset is that where there is a bus, there is no need for a train, and that where there is a train, there is no need for another train in competition. Beeching called competition duplication, as though a competing service and consumer choice were redundant or inefficient. He was wrong, and the nationalised railway continued to decline. However, thanks to privatisation, we have seen competition return, and record numbers of passengers with it. For example, Birmingham New Street to London Euston faces excellent competition from Moor Street to Marylebone, which has helped to keep fares low on those routes, while other places—such as Stoke, unfortunately—face disproportionately higher fares. On the road, there is also the National Express service from Digbeth to Victoria and of course the soon-to-open service from Curzon Street to Euston or at least Old Oak Common.

That is competition, convenience and choice, not duplication; it puts passengers first, and we need more of it. As my hon. Friend the Member for Cleethorpes said, it is noticeable that, where we have seen more effective competition, with open access on the east coast, performance has been better and fares have remained more competitive. Unfortunately, following the pandemic all risk and reward now rests with the Government. With our railways put on life support, they are more nationalised than ever before, with zero incentive for operators to grow revenues or deliver for passengers.

Our railways are facing an acute revenue crisis, but not really a passenger numbers crisis. The Office of Rail and Road’s estimate of 1.4 billion journeys for the financial year 2022-23 is historically high—it is not back to the 2018-19 peak but, mainly due to increased leisure travel, it is well above 2010 levels, and it has increased to where it has been for all but half a dozen years in the post-war era.

Season ticket sales unfortunately plummeted with lockdown and have not recovered. People who previously would have travelled at peak times, paying the highest fares for business meetings, now find it far more convenient to move to Zoom or Teams. It is good, then, to see operators such as East Midlands Railway introducing a new form of season ticket that allows eight days of travel within a four-week period. I just wish that EMR would restore all the services it cut during the pandemic, particularly on its route through Stoke-on-Trent, and add more to serve revived passenger numbers, which, on EMR, are now at 101% of pre-pandemic levels. There is certainly a demand that is not being effectively met by the barely hourly service throughout the week between Crewe and Derby, with only an afternoon service on a Sunday.

Across the national network, the latest quarterly figures, published last week, show that passenger numbers are 88% of what they were in the same pre-pandemic quarter four years ago, but revenue is only 70%. The rail plan needs to inspire innovation and incentivise operators to win back fares. It also means our railways need to up their game in winning an increased number of lucrative freight contracts.

When it comes to the make-up of GBR, there must be the flexibility for operators to provide services over and above the contracted minimum in response to consumer demand. It would be a mistake for the whole timetable to be decided centrally and inflexibly by the Department in London. As my hon. Friend the Member for Wimbledon (Stephen Hammond) said, we cannot just see a transfer of all the bad practice and cultural problems we have seen in Network Rail. The headquartering of GBR in Derby is therefore welcome, as is the commitment in the plan for more regionalised management. We must see a much lighter-touch and decentralised GBR that allows the needs of local economies and communities to be properly reflected.

However, those regions must be got right. Currently, Stoke-on-Trent endures being split over two Network Rail areas, in a farce that has forced us to seek intervention from the ORR and No. 10 to compel Network Rail to engage with the transforming cities fund projects as a single organisation and to stop dragging its heels over the TCF infrastructure works that had already been agreed. Even now, I await the unacceptably overdue progress on improving access to Longton station in my constituency. At the very least, having GBR in Derby would put it on the same line as Longton—the Crewe to Derby line—which would hopefully focus minds on improving services in stations through north Staffordshire, including reopening a station in Meir, in my constituency. Indeed, it would be a great commuter base for GBR staff working in Derby, adding urgency to getting the TCF programme delivered.

GBR will need to make serious studies of the Crewe to Derby route and the impact of High Speed 2. Unfortunately, current designs for Crewe threaten to take away capacity for local trains rather than opening up the promised capacity for more local trains. More capacity was supposed to be the rationale for the whole upheaval that HS2 is causing. What is the point of having HS2 services that no one can get to or use if local and regional services are completely hollowed out as a result? We should use the pause of phase 2 to look again at whether money could be far better invested in upgrading existing rail infrastructure to better provide the enhanced connectivity that is needed.

In conclusion, delivering the rail plan urgently requires more detail of what the plan actually is. It needs opportunities for open access to be prioritised. It needs to enable tangible benefits for passengers and to bring back the intangible glamour of rail travel that helped make it the preferred mode of transport, adding to revenue by adding consumer value. The focus has to be more competitive services to drive up standards for passengers, support economic growth and put our railways on a much more stable footing for the long term.

Buses: Funding

Jack Brereton Excerpts

Wednesday 17th May 2023 Commons Chamber

[Mr Holden]

I would like to thank the hon. Lady for her question, and we will be able to go into this in greater detail later. As she knows, hers was the first ever Adjournment debate I did, and I am looking forward to doing one with her again tonight. [Interruption.] Well, what has changed, despite the comments of the shadow Secretary of State, is that the north-east has already received £117 million of its £163 million of BSIP funding, and in addition it will also be benefiting today. I spoke to the leader of the hon. Lady’s council, Councillor Gannon, earlier today, before I came to the House, and talked him through the BSIP funding for the future. I would say that we obviously cannot protect every route—some routes will need to change—but the funding being delivered today will be hugely important to her and my constituents. Gateshead has had the levelling-up fund bid for more than 50 electric buses, with £100 million already and more to come with the bus service improvement plan across the north-east. Only last week, £1 bus fares were rolled out across the north-east for under-22s, thanks to the funding from the Government. That was never delivered under the last Labour Government, and I would have thought she would welcome more cash being available.

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

I very much welcome the much-needed investment in buses. As the Minister has said, we have developed excellent plans to improve bus services, supported by the £31 million that the Government have committed to improve bus services in Stoke-on-Trent. Does my hon. Friend agree that it is vital that Stoke-on-Trent City Council now gets on and delivers on these plans?

[Mr Holden]

I thank my hon. Friend, who raises a vital point. Some £31.6 million—one of the highest per capita amounts anywhere in the country—was given to Stoke-on-Trent City Council, which now needs to deliver on its plans. My Department stands ready and willing to work with it, including on any flexibilities, as it sees the situation change. His constituents will also benefit from the £2 bus fare cap this year and the £2.50 bus cap next year, and his operators will benefit from the extra financial support over the next two years, providing long-term sustainability for those local bus services.

Motorways: Litter

Jack Brereton Excerpts

Tuesday 25th April 2023 Westminster Hall

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

I congratulate my right hon. Friend the Member for Hemel Hempstead (Sir Mike Penning) on securing this debate. I agree with almost everything he said.

Litter is something I have repeatedly raised concerns about with National Highways and, previously, Highways England. It is unacceptable for my office to have to repeatedly raise the issues of litter, lack of effective maintenance and general poor standards of work with National Highways. I am pleased that the Transport Committee, which I am a member of, recently wrote to Nick Harris, chief executive of National Highways, about some of these issues, particularly the nearly 40% of the strategic road network that either has widespread litter or is heavily affected by litter.

Many of my constituents in Stoke-on-Trent South frequently raise concerns with me about the disgraceful levels of litter and the bad impression that people get when visiting or travelling through our area on the strategic road network. One of my constituents said to me recently when I was out in the community that one of their relatives had visited from overseas and was completely shocked to see the standard of our highways and the scale of litter accumulating at the side of the road. As my right hon. Friend said, overseas we do not see the same scale of littering at the side of the highway.

Staffordshire is at the heart of the UK, with several key routes passing through it. We have seen major problems with litter and poor maintenance on this road network, and there are concerns with our motorway network, particularly on the M6 and around its junctions. The issue is not reserved to the motorway network. There are also major concerns about trunk roads, which are also under the auspices of National Highways. The A50 and A500 cut right through the middle of Stoke-on-Trent, and that has a significant impact on the surrounding communities. While these routes provide important strategic connectivity, they also cause many problems, including air pollution and litter.

The problems with litter have at times reached epic proportions, and I am extremely concerned about some of the wider maintenance standards, such as with vegetation management. The severe lack of grass cutting by National Highways has resulted in roundabouts and verges in the centre of Longton and Meir being totally neglected. Given that these roads cut through predominantly urban areas, standards of maintenance need to be different from those used in more sparsely populated areas. National Highways currently conducts only an annual cut, meaning verges become totally overgrown and completely filled with litter.

The lack of effective vegetation management has resulted in significant litter build-ups gathering in the overgrowth and attracting vermin. Following our calls, Stoke-on-Trent City Council has thankfully stepped in to cut some of these areas, including the most sensitive locations in town centres, which are still the responsibility of National Highways, but this really should not be happening. National Highways should take proper responsibility for the land that it owns.

[Margaret Ferrier]

On the point of vermin, littered food attracts wild animals such as mice, rats and foxes. Drawn so close to vehicles moving at speed, these animals have a higher risk of being killed. Many of them carry germs and disease, and it is not a nice job to have to clean up roadkill. Does the hon. Member share my concerns about the increased risk of animal deaths resulting from litter?

[Jack Brereton]

I agree that those are very serious concerns. Health and safety concerns were mentioned earlier regarding the impacts of the litter and the disease that could be carried by rats and other animals. That is a serious concern.

One of the things we have seen in our area because of the lack of effective maintenance is anti-social behaviour, with resultant massive build-ups of litter, including alcohol bottles and drug paraphernalia on National Highways land. As regards health and safety and the operatives who will have to remove some of that drug paraphernalia, that is extremely concerning. If there are syringes and things like that there, they will have to wear specialist safety equipment. I recognise that some projects have been undertaken to address some of the vegetation management in our area, but we need a far more comprehensive and proactive routine maintenance approach—and to a much higher standard than some of what we have experienced so far.

The situation is overly complicated, with differing responsibilities for different roads, and we heard earlier about some of the confusions in Bexley. That is repeated in a number of places around the country. Motorways are entirely the responsibility of National Highways. However, it is suggested that National Highways takes responsibility for litter collection on only some of its major A roads, even though the land is in its ownership. On many National Highways A roads, local authorities have to clear litter, so we see different standards across the country.

Like my right hon. Friend the Member for Hemel Hempstead, I commend many of the volunteers—particularly those in Stoke-on-Trent South, who have been doing an incredible job across the constituency in addressing some of the litter issues. However, they simply cannot do that on many highway locations, where safety is a serious concern and where we need National Highways or others to remove some of the litter.

National Highways has now started to form litter partnerships with local authorities, which is a positive step forward. Those partnerships are important given that it would be totally unsafe—impossible, in many cases—to undertake litter collections on parts of the National Highways network without road closures. There needs to be effective co-ordination for litter picking to take place when those roads are closed for wider maintenance.

[Sir Mike Penning]

On the point about collaboration with local authorities, the financial burden should not fall on local authorities for something that is the legal responsibility of a different organisation. If that happens, it will spread around the country. That would be wrong, because it is not the financial burden of the local authority.

[Jack Brereton]

I entirely agree with my right hon. Friend. We see lots of pressures on things such as social care and everything else that local authorities have to deal with, so it is totally unacceptable that, in addition, they have to routinely clear up litter on many of those roads.

As I mentioned earlier, Stoke-on-Trent City Council has to cut the grass on many of the areas for which National Highways should take responsibility. Yet because its policy is for one annual cut, which is totally insufficient and results in massive build-ups of litter, we do not see the standard of service we need, and the financial impact for local authorities that have to deal with that is significant. In many cases, it just does not happen at all and we see the continued build-up of vast quantities of litter on much of the highway network.

I hope these partnerships, alongside other measures being undertaken by National Highways, result in a step change in the standards we need to see and in dramatic improvements, which have to happen, on what we have experienced previously. Forty per cent. is far too much of a blight on the network. Indeed, as my right hon. Friend the Member for Hemel Hempstead said, there is far more than that and it is potentially an underestimate of the scale of the challenge. It is vitally important for people in Stoke-on-Trent, those visiting and the wider environment that we have an effective approach to maintenance and litter control on the strategic network. I thank my right hon. Friend for the debate. It is about an important matter, and I hope the Minister will address all the issues.

--- Later in debate ---

[Jack Brereton]

I want to ask the Minister about the accuracy of that data. As we heard earlier, we have serious issues with grass and other vegetation disguising litter. Once it is cut, it reveals huge amounts of litter. I therefore question the accuracy of the data, and I wonder what the Minister’s view is on that.

[Mr Holden]

As I said, I will write to my hon. Friend about that, because it is an important point. If there is not proper monitoring, we cannot know what is going on. I want to get to the bottom of policies on grass cutting and other things.

National Highways and the Highways Monitor will report litter performance to the public in their annual reports, providing increased transparency. That happened only in road investment strategy 2. That is the era we are in now—between 2020 and 2025.

As hon. Members know, in 2021-22 National Highways reported that 61% of the network was graded A, which is no litter, or B, which is a small amount of litter. That means that a large proportion of the national highways—39%—has a significant amount. Although that is an improvement on 2020-21, which was about 49%, there is clearly still a lot of work to do. I do not underestimate that. Those grades are alongside DEFRA’s litter code of practice. The data for 2022-23 will be published this summer, so I ask hon. Members to keep an eye out for that.

--- Later in debate ---

[Mr Holden]

My hon. Friend makes a valid point. This is about local authorities working together at TfL level in London and with National Highways, and I will ensure that his views regarding key performance indicators are taken into consideration.

I say to my right hon. Friend the Member for Hemel Hempstead that the performance indicator is there. There is not a target; this is about monitoring at the moment. That is for RIS2, but KPIs might be exactly where we want to go at the next stage—I want to make that clear to him. We are working to ensure that there are targeted metrics in RIS3 and that the KPIs focus on the things that are most important to road users, and it is quite clear from today’s debate that keeping the highways litter-free is one of them. The current situation is not tenable, as my hon. Friend the Member for Dartford said, and I will speak to National Highways about the specifics as we look at its KPIs for RIS3. Progress will involve considering responses to the forthcoming public consultation on the National Highways strategic road network initial report, and I urge right hon. and hon. Members, and interested parties, to feed into that. As I said earlier, there are discussions about introducing an awareness campaign going forward.

Regarding enforcement and the use of technology, I have spoken about using education and awareness to influence littering behaviours, and about the work and performance of National Highways in clearing litter from the SRN. I want to cover enforcement and penalties, because right hon. and hon. Members also mentioned them. The Government understand that enforcement plays a key role in this regard, especially for litter thrown from vehicles. The enforcement of penalties for littering is owned by DEFRA, and we work closely with it and National Highways to improve enforcement options. Local authorities may issue fixed penalty notices for littering offences committed in their areas where it can be proven that litter was thrown from a vehicle.

The Littering from Vehicles Outside London (Keepers: Civil Penalties) Regulations 2018 make provision about reporting littering from vehicles in England. In recent years, the Government have bolstered local authority enforcement powers by raising the upper limit on fixed penalty notices for littering and by introducing powers to issue the keeper of a vehicle from which litter is thrown with a civil penalty. As I said, I recently spoke to National Highways and visited its site at South Mimms, where I saw some of the cameras in action. National Highways passes on evidence of the most egregious cases of littering and fly-tipping, but more could be done to co-ordinate its work with local authorities. I will come on to some of that work, on which we are doing a pilot at the moment. In the end, though, it is for local authorities to decide whether to pass on that information and whether they believe they have sufficient evidence to take enforcement action in any given case.

[Jack Brereton]

I was going to ask the Minister about enforcement powers. As he has alluded to, National Highways does not have such powers. Is there no possibility that we could consider giving National Highways some of those powers? I have previously had discussions with the organisation about other offences being committed on its network that it is totally powerless to deal with.

[Mr Holden]

That is a broader debate, and it is up to Parliament to decide where these powers lie.

I would like to give a shout-out to a few local authorities. I will mention a couple of other examples later, but North Lincolnshire Council, Newark and Sherwood District Council and North West Leicestershire Council are three that National Highways has said it works very closely with. In the majority of cases, they do prosecute when information is passed on. National Highways is also working closely with Brighton and Hove City Council and East Hampshire District Council too, and I will come on to East Hampshire again.

Rail Services

Jack Brereton Excerpts

Monday 20th March 2023 Commons Chamber

[Mr Harper]

I was very frank with the House that the service last summer and autumn was completely unacceptable. Avanti brought in a new timetable in December. For the first month, we did not really see any improvement because there was sustained industrial action on the railways. Since then, it has delivered improved performance. Is it good enough? No, it is not—I have made that clear—but I believe that it has demonstrated that it has turned things around enough to justify giving it the chance of a further six months to show that it can do the job. We will see whether it does that job in the next six months, but it has demonstrated that it can turn things around.

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

As the Secretary of State suggests, things have started to improve on Avanti West Coast, including through Stoke-on-Trent, but we need to see further improvements, particularly when it comes to services and delays. But that is not just down to the operators: as the Office of Rail and Road suggests, every single Network Rail region has seen more delays attributed to Network Rail than in the previous period. Does the Secretary of State agree that we must focus on track as well as train if we are to get the improvements we need?

[Mr Harper]

I very much agree. The Rail Minister has met Network Rail to raise the specific issues that my hon. Friend raises and others, but let me say two other things. First, now that we have resolved all the industrial disputes on Network Rail, the company’s management can now focus 100% on delivering improved performance rather than on dealing with an industrial dispute. Secondly, it has ambitious plans for reform to deliver improved maintenance of the network in a safer way for the people who work on it and at a lower cost for the taxpayer, all of which will deliver better services for my hon. Friend’s constituents.