Rail Services: North Staffordshire

Paul Farrelly Excerpts

Wednesday 28th November 2018 Westminster Hall

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

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

[Jack Brereton]

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Thank you, Mr—sorry, Sir David. My glasses need adjusting, and so does my memory.

I applaud the hon. Member for Stoke-on-Trent South (Jack Brereton), particularly for his focus on once-functional railway stations in his constituency and for his call for light rail to go alongside bus improvements in his city, which lies next to my constituency in north Staffordshire. I will focus on something different: train operator Midlands Connect’s proposal to improve east-west and west-east rail services. That is important in itself, but the march of HS2 makes it crucial.

I was the first MP through the Lobby to vote against the HS2 extension from Birmingham to Crewe. It was largely symbolic, I admit, but there were two important reasons for it. First, at that stage the HS2 proposals largely bypassed Stoke-on-Trent. Without improvements, the lessons from overseas, not least from France, are hardly encouraging for areas bypassed by high-speed rail. Secondly, although we need more capacity, the driving motivation behind HS2 seems so often to have been for people to get out of London and back into it more quickly from north to south. Connectivity in Liverpool, Greater Manchester, Bradford, Leeds and across the north-west is frankly woeful, and it very much deserves the priority that it is now being given under the working title of HS3.

Newcastle-under-Lyme is one of the biggest towns in the UK—perhaps the biggest—whose centre is not served by a railway station. In most advanced economies in Europe, that would be not only an anomaly but totally unacceptable. My Conservative opponent in the 2017 general election, with whom I get on very well, placed a new mainline railway station for Newcastle at the heart of his campaign; I do not know whether he knew this, but across the patch it earned him the nickname of “Choo Choo”. It is an admirable ambition, and I would certainly love a new light railway station to restore Newcastle to its former glory, but I do not usually put “Dear Santa” requests at the heart of electioneering, either in times of austerity or otherwise, which is why I have never called for the Government to step in and build Newcastle a new castle. A realistic and proper priority is to vastly improve rail links between Crewe, Stoke and Derby and beyond, not least with HS2 on the horizon.

Anyone who has taken the slow, crawling bone-shaker of a ride from Stoke to Crewe well knows what I mean. It is a joke—but it is no joke. It takes up to half an hour to travel the 15 miles to Crewe and another 50 minutes or more to traverse the 35 miles to Derby. That is an hour and 20 minutes, if you are lucky, to travel 50 miles in this day and age—practically what it takes to get from Stoke to London.

As for the quality, I must admit that I once missed that service, despite arriving well in time. I remember it only too well: it was St George’s day 2015, not long before the general election, and I was going over to Derby. I sat innocently sipping coffee in the newish gourmet café at Stoke station, forgetting that the one-carriage service cannot be seen through the windows. I watched it slowly sliding out of the station without me as I wiped the froth of my cappuccino away. I was tempted to chase it to nearby Blythe Bridge station, but slow as the train is, there would have been no chance of making it through the peak-hour traffic jams of Stoke-on-Trent to catch it.

That brings me to my next point, which Midlands Connect’s scheme highlights. Improvement to rail services in north Staffordshire must go hand in hand with road improvements, not least in relation to HS2. Years ago, we had one great road improvement: the A50. I remember interviewing Stan Clarke, the local and legendary chair of St Modwen Properties, for The Observer 20 years ago in his boardroom at Uttoxeter racecourse. I asked him what the proudest achievement in his life was, and the answer came as rather a surprise: it was driving the A50 from the M1 to Stoke, because it made the land that he had gathered around JCB much more valuable. It certainly improved the journey, but it is now time for rail improvement in our area and on the other side of the city to go hand in hand with improvements to the roads.

[Andrew Griffiths (Burton) (Ind)]

I am sure that the hon. Gentleman will therefore join me in congratulating the Government on the £50 million-plus that they have invested in road improvements on the A50 in Uttoxeter, which will make a big difference to all our constituents.

[Paul Farrelly]

I will congratulate any Government on any improvements in our area, but they must go much, much further.

Like many of my constituents in Newcastle, I live pretty much halfway between Stoke and Crewe. Driving at peak times to Crewe—where the new HS2 station will be, with more frequent services and with services to Manchester as well as London—means hitting huge jams around junction 16 of the M6. If the Government are to make the huge investment in HS2 work for our area rather than against it, it will demand sensible investment in other road and rail projects in north Staffordshire.

I congratulate the hon. Member for Stoke-on-Trent South on securing this debate and I commend Midlands Connect for its plans to upgrade services. I urge the Minister and the Government not just to listen, but to act and invest.