Rail Services (Blackpool North)

Paul Maynard Excerpts

Wednesday 28th January 2015 Westminster Hall

[Paul Maynard (Blackpool North and Cleveleys) (Con)]

It is a pleasure to serve under your chairmanship, Mr Davies. It is fortuitous to be called to speak in this debate now, given the timely change that is happening for rail in Lancashire, and the number of rumours flowing in local papers and on the internet. I am grateful for the opportunity. I agonised a little over what subject to propose for the debate: should it be about rail services from or to Blackpool North? Blackpool is a holiday resort so we want people to come to it, but I would not want to deny my constituents the chance to travel from the station at some point. So, I covered both. I have a lot to get through, so I will be as brief as I can.

Blackpool North is no tiny rural stopping point. It is the eighth largest station on the northern rail network. Its size needs to be set against the 66% increase in passenger numbers in the whole northern franchise in the past decade. However, there has recently been an immense amount of negative coverage in the local press about Blackpool North rail services. Real concerns have been raised, and it is worth quoting the council’s recent submission to the franchise consultation:

“Government and Network Rail’s continued commitment to national rail investment in an austere period is welcome”.

I endorse those sentiments—all our comments should be placed in that context—but a handful of people passionately believe that the Government are seeking in some way to downgrade services to Blackpool North. If that is so, they have found an expensive way to go about it. However, I would welcome a stern rebuttal from the Minister, explaining why that is not what is happening.

We have a lot of good news to trumpet. We have just restored the direct rail service to London Euston with Virgin. It is not ideal timing. At 5.25 in the morning even I am not at my best—believe it or not—and the 4.30 pm return journey from Euston means that many things that people might want to do during the day cannot be done, but it is better than nothing. However, my real concern is that it should not be just a short-term wonder that will disappear when the franchise process is over and Virgin feels secure and can stop it again. I would welcome some reassurance on that point.

We need to make sure that when electrification is complete we upgrade the rolling stock in line with that new capability. Electrification is the second piece of good news. The line between Preston and Blackpool will be significantly enhanced, but the consultation in early 2014 suggested it would all be done by March 2017. I would welcome clarification, because there has been a lot of argument locally about what the precise timings are. Are they still as they were in the original consultation or has there been slippage? If so, is that related to finance—the money made available by the Government in the next control period—or has it more to do with the change in the sequencing of the different electrification projects, because of changes at Euxton junction station box, which I think lies at the heart of it?

There are queries about rolling stock. As the Minister knows, we have an excellent service from Blackpool North to Manchester airport, using class 170 units. However, they have a crucial flaw for a route connecting a holiday resort and an airport—there ain’t much luggage space on them. People struggle to cram their suitcases on and children hang off the sides—not quite; that would be a rail safety issue. However, it is incredibly overcrowded, and that needs to change.

I suppose I should welcome the fact that we are to have larger trains with more seats—800,000 per annum, in fact. That must be a good thing, but the cost of solving that capacity problem will be that we shall be using older carriages. The hon. Member for Blackpool South (Mr Marsden) regards the trains in question as less comfortable, and they may well be for someone whose bottom is sitting on them, but I commuted for many years from Layton to Salford Crescent on those services, and nothing is less comfortable than a standing journey all the way to Manchester. This is an improvement, but I hope the Minister can see that it is a case of one step forward and perhaps one step back. We have not made enough progress on improving that rolling stock.

Another annoyance is that the carriages that we thought we were getting appear to be heading down to leafy Oxfordshire, to the Chiltern line. That has caused a little bit of local resentment, and I could not possibly comment on why that might be.

The next concern, which the Minister is no doubt sick to death of hearing about, is the Pacers—the buses on wheels. They are absolutely appalling; no one disagrees about that. I welcome the fact that they will be refurbished, but that is not quite enough to put a smile on my face, because I am concerned that within the new franchising process there will be some sort of pay-off—better rolling stock, but fewer stopping services. That would affect another station in my constituency, Layton, where I used to embark for my commuting, because it has seen an increase in passenger numbers in the past year alone of 11.5%. If the cost of getting better carriages on the Blackpool North line is fewer stopping services, Layton will suffer, and Layton is a major commuting point, so I would like the Minister to take account of that concern.

I am glad that the Government recognise that Pacers have had their day. I just wish that we had slightly better alignment over when we actually get round to replacing them, so that it could be done a little more quickly. This goes to the nub of rolling stock policy. I regard it as the equivalent of quadratic equations in terms of rail policy. Despite years of trying, I have never got my head around either of them. I spent a good few years on the Select Committee on Transport and I struggled to work out how rolling stock procurement in this country functioned. I failed: whenever I thought I had got it, another little quirk crept in. It is a very frustrating process, and everyone looks at everyone else in it. We seem to be spending an awful lot of money enhancing the network—that is very welcome—but I am talking about improvements in routings, in the track and in the capability of the track. At the same time, we are not investing at the same pace in the rolling stock that can operate on it. That was a clear finding in the most recent Transport Committee report. In my view, the two have to go together.

Rolling stock leasing companies appear bereft of the ability or unwilling to state how they will improve rolling stock provision. No one seems willing to grasp the levers, pull them and make the upgrades happen. What we seem to get is the leftovers from down south, which are cascaded northwards. I would far rather have a clearer view of when improved rolling stock will come, even if it is a few more years into the future.

My next concern relates to how Northern and TransPennine Express will interact as two separate franchises. There is a suggestion that some of the Blackpool North services will be folded into the Northern franchise. That causes a degree of local concern. People are also looking rather enviously, for a change, over at Cleethorpes. We normally look down on Cleethorpes as a lesser seaside resort, but people in Cleethorpes have achieved a great deal, because they have managed to save their TransPennine Express franchise, and good for them—well done to the Member of Parliament there—but if Cleethorpes can have that, why cannot Blackpool North?

We are quite keen on our TransPennine Express franchise and want to keep its services, too. What impact would that have on our routes to York and the relatively new route to Huddersfield, all of which are important for getting tourists into town at the height of the summer season? I would far rather be making the case for new routes and services from Blackpool North than fighting to retain and justify what we already have.

The new announcement that TransPennine Express will use some Northern rolling stock on Blackpool North services in the coming weeks as part of the cascade process makes me concerned that the decision has already been made and set in stone and therefore will not be changed. I would welcome the Minister’s comments on that in particular.

However, I really want to focus on today’s little bombshell in my inbox, which is the suggestion that in some way we will now see fewer services to Liverpool Lime Street. They will reduce from four an hour to three an hour and terminate at Preston. Anyone who has had the misfortune to terminate at Preston and have to transfer to a Blackpool service knows that that is not a pleasant experience. There are better things to do close to midnight than trudge over that dreadful station bridge while carrying luggage. It is simply not good enough.

In addition, two of the most popular originating stations for travellers to Blackpool North are Liverpool Lime Street and Wigan North Western, both of which will be affected by the proposed change. I want to know what new services can be included for Blackpool North; it should not just be a case of trying to retain the old ones. I would be grateful for clarity from the Minister on the latest rumour.

There are things to welcome. The northern hub has excited me ever since I first heard about it because it is an opportunity to transform rail services across the north. The language of the northern powerhouse and the possibility of HS3 signify great things for the future, but we also have the here and now to worry about. I welcome devolution in the form of Rail North, which is a good step. Part of me regrets the lost four years after we abolished “The Northern Way”, which was rapidly heading in that direction. After abolishing it, we stepped back for four years before reinventing the wheel and calling it Rail North. There has been a lost opportunity, but Rail North is a real chance. I share the Select Committee’s concern that smaller authorities such as Blackpool might feel a bit left out in the formation of Rail North. Are they hearing all the information that they need to hear? The report contains some concerning suggestions.

I stress the importance to the resort of services to Scotland and the Pennine towns, especially in south Yorkshire, to which we have poor links. That relates to open access, which is one of my hobby horses. The Government have not done enough on open access. I am glad that the Competition and Markets Authority will try to put a bomb under the Office of Rail Regulation to allow for more open access, which can only be a good thing.

Open access will benefit places such as Blackpool North. When we have our Glasgow week, I want loads of services bringing people down from Glasgow, but I do not want those services every week of the year. There is capacity on that stretch of the west coast main line, and such services could be incorporated and would be attractive. It needs to be much easier for people to take that step, invest in the services, and be innovative and creative in growing the passenger base. Good connectivity within the northern hub cannot rely only on people changing trains at Manchester Piccadilly, however smooth and swift that may be. We need more services that go across the northern part of the Pennine routes so that people do not have to go through Manchester Piccadilly. It is important for the Government to dwell on that.

The Minister might have noted last week’s Centre for Cities report comparing different city regions. Blackpool did not come out well. I think a few statistical quirks lay behind that, but the sum total was that some 14,000 jobs have been lost since 2004. However, I am pleased to say that private sector job growth in my constituency has been stark since 2010, so it is going in the right direction in my local area. It is easy to link that to other areas of the north such as Halifax, Hartlepool and Sunderland, which have all seen private sector growth and general job growth over that decade.

What connects those three towns? They all have good, competitive open-access arrangements alongside the franchise alternatives, which is driving the market to the benefit of passengers. It is also good for the local economy and for jobs growth. I would like the Government to be more ambitious for open access in the north because it can deliver on economic growth.

My final point is slightly obtuse, but it is important none the less for many of my constituents. When I was standing waiting for the train down to Euston one Monday morning, staff from two rail companies approached me with very serious concerns about staff safety on trains going in and out of Blackpool North. The period of risk for staff, and indeed for passengers, on those trains is elongated compared with many other towns because of the nature of our entertainment industry. Throwing out times can be at any hour of the day or night, and many who leave the nightclubs at 3 am will get on the first train in the morning from Blackpool North. There is concern about the inadequate number of British Transport police on the right trains at the right time when staff are at greatest risk.

I wrote to British Transport police on 9 October, and I have not heard a dicky-bird since, which is deeply disappointing. I still have constituents who are being put at risk and who would love to see more British Transport police on the platforms, particularly on bank holiday weekends, but also on Friday and Saturday nights throughout the year. The key early morning trains, including the first train of the day, may well be the most risky for staff. The Union of Rail, Maritime and Transport Workers agrees with me—I do not usually pray the RMT in aid, but on this occasion we are in agreement—and I would welcome the Minister putting some pressure on British Transport police to look into that situation.

In my 15 minutes—I have just made it by 10 seconds—I have given the Minister an awful lot to reply to. I look forward to hearing what she has to say.