Rail Services (Nuneaton)

Marcus Jones Excerpts

Wednesday 8th December 2010 Westminster Hall

[Mr Marcus Jones (Nuneaton) (Con)]

I am delighted to have the opportunity to discuss an extremely important matter for my constituents, namely the provision of rail services to Nuneaton. I thank my hon. Friend the Minister, who has taken time from his busy schedule to respond to the debate. I also thank those of my hon. Friends who are here this afternoon for their support; the issue clearly affects neighbouring constituencies as much as it does mine.

My hon. Friend the Minister will no doubt be fully briefed on the subject. However, it might be of some assistance if I first set out the history and background to Nuneaton station. I shall then speak about the west coast main line and lastly about local services, particularly the Nuneaton to Coventry service.

Nuneaton station was opened in 1874, when the London and North Western railway opened the Trent valley section of the west coast main line. It was built to avoid the congested areas of Coventry and Birmingham—even then, we had problems with rail capacity. Unfortunately, Nuneaton’s rail services were considerably reduced under the Beeching axe of 1963. That led to the closure of Nuneaton Abbey Street, Stockingford and Bedworth stations later that year. In addition, in 1965 the Nuneaton to Coventry line was closed to passengers. Happily, in 1988, under the previous Conservative Administration, the Nuneaton to Coventry line was reinstated for passengers, as was the station at Bedworth.

Nuneaton’s association with the west coast main line has not always been a happy one. Tragically, on 6 June 1975 six people died and 38 were injured when the Euston to Glasgow sleeper express crashed just outside the station. The train was carrying the then Labour Minister for Agriculture, Fisheries and Food, Fred Peart, who survived after a short spell in hospital. I do not remember much about the crash as I was only one at the time, but I have seen the dramatic press photographs of that awful incident.

Let me deal with the specific issues that affect Nuneaton rail services. The first is to do with the west coast main line. Traditionally, Nuneaton station’s place on the west coast main line has been a great advantage. Nuneaton enjoyed fast hourly services to London and the north-west, peak and off-peak, until 2008. In that year, the very high frequency timetable was introduced, at which time fast off-peak services from Nuneaton disappeared.

[Mark Pawsey (Rugby) (Con)]

I congratulate my hon. Friend on securing this valuable debate. My constituency is immediately adjacent to his, and those who live in the north of my constituency are served by Nuneaton station. Does my hon. Friend agree that one problem is that investment in the west coast main line led to an imperative on the operator to minimise city-to-city times? One way to achieve that was to reduce the frequency of stops at stations such as Nuneaton and Rugby.

[Mr Jones]

I totally agree with my hon. Friend. I shall return to the subject later.

Passengers wanting a fast service from Nuneaton now face the significant inconvenience of having to take an additional train to Coventry or Rugby to pick up a fast service. The alternative is to make a 30-minute car journey to Coventry or Rugby to catch the fast train.

I campaigned on this important issue before the general election. I wrote to the Department for Transport and to Virgin Trains, the train operator. The response was most unsatisfactory. The Department for Transport blamed timetabling changes on the operator, and the operator blamed the Department for Transport. Neither offered a solution to the loss of amenity for passengers from my constituency. That loss of amenity is substantial, and I fear that it will greatly reduce Nuneaton’s ability to attract inward investment from business and commuters. That is particularly galling given that we are now only an hour away from London and from the north-west.

[Dan Byles (North Warwickshire) (Con)]

I, too, congratulate my hon. Friend on securing this debate. I echo what was said by my hon. Friend the Member for Rugby (Mark Pawsey).

Does my hon. Friend agree that the problem is much wider and that it affects not only the people of Nuneaton but people from Bedworth and the surrounding area of my constituency? They rely just as heavily on effective and fast rail services from Nuneaton station.

[Mr Jones]

As my hon. Friend knows, Nuneaton and Bedworth borough council takes in part of his constituency. People from Bedworth, too, have been disadvantaged by the timetable changes.

That brings me to the future of timetabling. Under the previous Government, there was an unfortunate tendency for too much political interference with timetabling. That often prevented operators from giving better services, including the sort of improvements demanded by my constituents. I was therefore greatly encouraged that the coalition agreement included the clear intention of looking at rail franchising differently, and of considering how the Office of Rail Regulation works so that we have a more powerful regulator. I hope that the Minister will assure me that the regulator’s role is to be strengthened, and that we will see improvements in rail services from my constituency.

I am aware of this week’s announcement on rail franchising, and I broadly welcome the statement. However, I am slightly concerned about the proposed west coast main line refranchising. That will be let from 2012 to 2026, when the first trains are projected to start running on High Speed 2. I was initially led to believe that HS 2 would improve high-speed rail capacity on the west coast main line. However, having had many conversations on the matter with various interested parties, I am slightly concerned that that may not be the case. Will the Minister assure the House that fast services on the west coast main line will survive post-HS 2?

[David Tredinnick (Bosworth) (Con)]

I thank my hon. Friend for allowing me to intervene. The problem affects my Hinckley constituents as it does those of surrounding areas.

I might be able to help my hon. Friend. I believe that the 16.10 Euston to Bangor train may stop at Nuneaton when the new Pendolino trains come into operation. My right hon. Friend the Minister of State at the Department for Transport made that point in a letter to a user group. Has my hon. Friend received information on similar lines?

--- Later in debate ---

[Mr Jones]

I thank my hon. Friend for that. I have not received that information, but if what my hon. Friend says is right, it is most welcome.

It is important that the preferred bidder on the west coast main line deals with a number of points. First, consideration should be given to Nuneaton’s becoming a regular pattern stop, as it once was, to enable more frequent fast services to run from there. Secondly, we should end the moderation of competition rules to allow new providers into the market. I am fully aware that if substantial investment is involved, it may impede changing the rules in that regard. Substantial upgrade work was undertaken at Nuneaton station in 2004, so I hope that changing the rules will not be so much of an issue. I am also aware that open access providers have been assessing the viability of providing additional services on the west coast main line, which brings me to my next important point.

I have discussed capacity with a number of operators and potential operators. My discussions all lead me to believe that there is additional capacity on the west coast main line. If the Minister would confirm that this possibility is under definite consideration, I would be most grateful. Rail usage at Nuneaton has increased over the past five years by 37%, and I have little doubt that there is still capacity to increase it. The neighbouring constituencies of my hon. Friends the Members for North Warwickshire (Dan Byles) and for Bosworth (David Tredinnick) and mine give a catchment area of more than 300,000 people, which has substantial potential.

Having set out my case for additional fast services on the west coast main line, I should like to turn now to the provision of local services, particularly the link with Coventry. My hon. Friend the Minister is no doubt aware of my interest in this matter. He knows, too, that the Secretary of State has kindly arranged a meeting with me next week, which will be attended by several colleagues.

The importance of the link between Coventry and Nuneaton cannot be overestimated. Coventry is the closest city to my constituency. Statistics show that there is a clear correlation between the more affluent areas in my constituency and a travelling distance of 10 and 15 miles to the workplace, and Coventry is the only geographical location that fits that description. There is currently an hourly service from Coventry to Nuneaton, with a stop at the neighbouring town of Bedworth.

Access to employment opportunities for my constituents is vital, as indeed is access to both Warwick and Coventry universities for higher education opportunities. If we are really serious about improving social mobility within the areas of relative deprivation in my constituency—there are a number of such areas in the bottom 20% of the national deprivation indices—improved rail services will play a vital part in closing that gap. An example of how the inequality gap can be bridged is demonstrated by Coventry’s plans to redevelop part of the city centre that surrounds the railway station. The redevelopment scheme is projected to create some 15,000 jobs, from which my constituents would benefit if only there was more convenient rail access for them.

That brings me to the Ricoh arena, which is home of Coventry City football club and the Arena Park shopping centre. Some 600 people are employed there and further development is envisaged. Both facilities are adjacent to the railway line, but, currently, there is no station for a stopping train. That is perverse given that the arena contains not only a large shopping area and conference venue but a stadium, which is set to host football matches during the 2012 Olympic games.

[Mark Pawsey]

My hon. Friend will be aware that the reason for the location of the football stadium—immediately adjacent to the railway line—was that the primary means of access would be by train, yet there is no station. I agree with my hon. Friend that we need to press for such a facility to be introduced at the earliest opportunity so that people from across the country can easily get to the stadium, particularly in time for the rugby world cup in 2015.

[Mr Jones]

That is a perverse situation. On the drawing board, it was envisaged that there would be a station adjacent to the stadium. Unfortunately, it has never materialised. It has been under discussion for 10 years, I think, and, unfortunately, it was very much neglected by the previous Government.

The improvement of Nuneaton’s rail services has been recognised as an issue of great importance for nearly a decade. It is a conundrum that has been greatly ignored. I hope that the coalition Government will give the matter much more urgent and sympathetic consideration. Capacity can be improved, and frequency and usage increased by taking the following measures: improving the line’s infrastructure, including a new platform at Coventry; providing new stations at Bermuda in Nuneaton and at the Ricoh arena; and providing additional rolling stock.

There is a huge lack of capacity at Coventry station, because the Nuneaton-to-Coventry service currently shares a platform with the fast service that connects to the west coast main line. At the moment, providing more local services has to be traded against the loss of the fast services on the west coast main line from Coventry, which is clearly not going to happen and is not an option. An additional station bay at Coventry station would remove the current impediment and allow for a twice-hourly service between the two stations of Nuneaton and Coventry.

A new station at Bermuda in Nuneaton would further strengthen access to the service, particularly from the adjacent area of relative deprivation. The Ricoh arena station would increase opportunities for my constituents to reach a greater diversity of employment and provide much improved access to the arena when matches and events take place. It could also strengthen the position of Nuneaton as a pleasant place to stay during such events, thus increasing the chances of inward investment for the hotel, leisure and hospitality industry.

As I mentioned earlier, additional rolling stock will be required to achieve these improvements. I was glad to see in the Secretary of State’s recent statement that an additional amount of new rolling stock is to be introduced to the overall network. I hope that such an investment will enable existing stock to be moved to lines such as the Coventry to Nuneaton line. I ask my hon. Friend the Minister to take these arguments back to the Department, where I know that an assessment of the Coventry to Nuneaton upgrade project is now under way.

In conclusion, I hope that I have set out an argument based not just on narrow and parochial terms but on economic and social grounds because improvements in services would lead to real benefits for constituencies across Coventry, Warwickshire and Leicestershire. Such benefits would inevitably help a region that has really suffered under the recession that was bequeathed by the Labour Government and reinvigorate an area in which private-sector growth and jobs are badly needed after years of decline.

[The Parliamentary Under-Secretary of State for Transport (Norman Baker)]

I congratulate my hon. Friend the Member for Nuneaton (Mr Jones) on securing this debate and on providing an opportunity for the House to debate rail issues at Nuneaton. Let me preface my remarks by referring to recent statements by the Secretary of State. I hope that my hon. Friend is pleased with the level of the Government’s investment in rail. We recognise the value of rail both in helping growth and cutting carbon emissions.

Let me turn first to the west coast main line. The £9 billion west coast route modernisation project renewed and upgraded the country’s key main rail line. It accommodates many long-distance passenger trains and numerous local and regional passenger services, and handles 40% of the nation’s rail freight business. It was a good example of the railway industry pulling together to deliver a very important project.

Modernisation has delivered a successful and robust railway that has headroom for passenger and freight growth. The west coast main line regularly achieves more than 90% reliability. Passenger growth has been very encouraging, with 4 million additional journeys following the completion of route modernisation, and I expect the growth to continue. This week, I noted that the first new 11-car train of the 106 Pendolino vehicles on order was delivered to the UK for testing and approval ahead of passenger service. Given the level of investment in both the trains and the infrastructure, it is important that the west coast main line timetable secures the best return for taxpayers on the money spent. The timetable ensures that rail contributes the maximum possible to the overall transport network of the country. It has delivered a significant modal shift from car and air. Rail has now doubled its share of the London-to-Glasgow market to around 13%, and to between 75 and 80% of the London-to-Manchester market. Rail serves those markets well.

The current timetable maximises the use of line capacity and fleet resources. However, some difficult choices had to be made when the current west coast main line timetable was designed. As my hon. Friend knows, a few established services and calling patterns were changed. No towns were left isolated. Overall, the vast majority of passengers have benefited, as is demonstrated by the growth that is now being witnessed. Headline improvements delivered with the completion of modernisation include: three trains an hour to both Manchester and Birmingham; new hourly all-day services from London to the Trent valley, Crewe to London and London to Chester; significant journey time reductions, including London to Warrington and Preston to Glasgow services, which are now 30 minutes faster, and London to Liverpool, which is 25 minutes faster; and a full weekend service with journey times and frequencies very similar to weekdays.

I am sure that my hon. Friend agrees that all such improvements are very welcome. One of the difficult choices was the decision to remove the Nuneaton stop from Virgin and west coast off-peak services. Unfortunately, it is not a high-earning station in off-peak times or one where business is likely to grow significantly when compared with other opportunities on the line. Quite simply the revenue and growth opportunities are much greater elsewhere.

The removal of the fast off-peak service was forecast to lose around £200,000 in revenue from Nuneaton. That needs to be set against the £600 million that modernisation will have generated between 2003 and 2011. In the current service pattern, London peak traffic, which accounts for the vast majority of demand and revenue at the station, benefits from a standard journey time of around one hour for the 97 miles. The fastest journey achieves an average speed of over 100 mph, which is one of the fastest commuter services in Europe. To serve more diffuse evening peak travel patterns, fast Virgin services continue to call at Nuneaton throughout the evening.

Off-peak services are provided by the new 100 mph air-conditioned Desiro trains that are operated by London Midland. These services give Nuneaton new hourly direct journey opportunities to towns such as Stoke, Tamworth, Rugby and Milton Keynes. They also provide the opportunity of cross-platform connections with Virgin west coast services at Rugby, giving a total journey time of one hour and 12 minutes to Euston. The previous direct hourly train completed the journey in the longer time of one hour and 15 minutes.

The timetable proposals for the current west coast main line services were widely consulted upon and welcomed in many parts, particularly in the north-west of England. However, I suspect that my hon. Friend wishes to promote Nuneaton’s case further. Therefore I urge him to comment on the consultation draft of the Network Rail west coast main line route utilisation strategy, which is published today. Nuneaton stakeholders will also get the opportunity to present their case during the consultation phase of the west coast franchise competition. The Government plan to issue an invitation in the Official Journal of the European Union for the competition in January 2011 and in due course we will issue the inter-city west coast franchise consultation document. I also urge my hon. Friend to discuss his ideas with the accredited franchise bidders once they have been selected.

The Secretary of State recently gave his approval for Network Rail to proceed with construction of the north chord, which will improve the capacity and reliability of the west coast main line and provide freight trains from the east coast with improved access to the midlands and the north-west. I am pleased to tell the hon. Gentleman today, if he does not already know, that that project has recently attracted €5 million of European Union funding from the trans-European network towards its £29 million cost. I expect construction to start in spring 2011 and take about 18 months to complete.

The hon. Gentleman asked a couple of questions about the west coast main line. In particular, he asked what would happen when the new high-speed line opened. I am advised that it is too early to say what the stocking patterns will be on the west coast main line, but it is obviously anticipated that the faster inter-city services will use the new high-speed line. Perhaps he will want to have discussions with my right hon. Friend the Member for Chipping Barnet (Mrs Villiers), who is the rail Minister, closer to the time, to ensure that the inter-city services are properly factored into the timetable for the west coast main line as it pertains after High Speed 2 opens.

The hon. Gentleman also asked about spare train paths on the west coast main line, in particular whether there were any spare train paths for open access operators. I am advised that the Office of Rail Regulation is investigating that matter, but the key question is whether it is best for an open access operator or for an additional franchise service to use any spare train paths. Open access operators would provide perhaps five trains a day. London Midland has also applied to improve the London to Crewe service. So we must reach a balance in the public interest between the open access arrangements and what might come in from a franchise operation. Nevertheless, his comments are noted by my colleagues.

Let me consider the Coventry to Nuneaton upgrade. Earlier this year, we received a business case submission from Coventry city council, Centro and Warwickshire county council. As the hon. Gentleman knows, the upgrade consists of doubling the frequency of the service between Coventry and Nuneaton, new stations at Bermuda—is that right? I thought that Bermuda was elsewhere.

[Mr Marcus Jones]

It was named after the country.

[Norman Baker]

As I was saying, there will be new stations at Bermuda and the Ricoh arena, and longer platforms at Bedworth. To accommodate the more frequent service, a new bay platform will be required at Coventry station, to which the hon. Gentleman referred. As he knows, all those features are included in the bid.

Consideration of the bid was put on hold pending the spending review. The Department’s spending review settlement was a good outcome for transport, but it was not sufficient to fund the full pipeline of schemes prioritised under the previous system of regional funding allocations. Tough decisions are necessary to get the best value from the available public funding.

The Coventry to Nuneaton rail scheme has been included in the pre-qualification pool for funding from the local major transport schemes budget. That is because we have not yet verified the scheme’s value for money. We will conduct a preliminary sift and make decisions by January about whether that scheme and other such schemes can join the development pool. The decisions in January will be based largely on the ability to deliver significantly within the spending review period and the scope for reduced Department for Transport contributions from those most recently requested, as well as the potential for a scheme to demonstrate a compelling value-for-money case by the final 2011 deadline.

We also need to ensure that some of the more challenging aspects of the scheme are fully addressed. They relate primarily to the ability of the railway to handle the size of the crowds that are forecast for major events at the Ricoh arena and the availability of rolling stock, especially for evening events at the venue. The hon. Gentleman will appreciate that there is a safety issue in relation to huge numbers of people turning up at a relatively small station to try to access a short train; that is a serious issue with using rolling stock for such events at the Ricoh arena. We are now reviewing the business case and we are in regular contact with officials at the three authorities to seek further clarification about certain matters to ensure that we have all the information we need for the sifting process in January 2011.

As I have said, there are a large number of extant schemes in the pipeline. I am sure that some will drop out because they will not be progressed by the promoters of the schemes, and we hope that other schemes will see a reduced cost. Generally, the more we can reduce the cost of schemes, the more likely it is that we can proceed with more of those in the pipeline.