Rail Services: Kettering

Debate between Philip Hollobone and Mohammad Yasin

Tuesday 20th February 2018 Westminster Hall

[Mr Philip Hollobone (Kettering) (Con)]

I beg to move,

That this House has considered rail services to and from Kettering.

It is a delight to serve under your chairmanship, Mr Evans, and I thank Mr Speaker for granting this debate. I welcome the rail Minister to his place. I want to place on record my thanks to the formidable Kettering rail users group and its two main advocates, Christopher Groome and Stuart Porter, who must be among the most able leading amateur rail enthusiasts and timetable experts in the country. Christopher is also chairman of the Leicestershire and Northamptonshire rail action committee. If an organisation could be more formidable than the Kettering rail users group, it would be that organisation. I also praise all the station staff at Kettering railway station. They must be among the nicest, most pleasant and hardest working railway staff anywhere on the system. They are forever courteous and helpful, and go out of their way to ensure the passenger experience is as smooth and trouble free as possible.

I want to make several points to the rail Minister on behalf of my constituents. Railway issues and timetables can get formidably complicated. I do not want to go down that route. I just want to highlight some key issues. The reason for this debate is that the rail franchise through Kettering—the east midlands franchise—is coming up for renewal, and it is important that we get the rail services to and from Kettering right in the next franchise. The first point the Minister needs to understand is that nowhere on the midlands main line is growing faster in housing development than Kettering, Wellingborough and Corby. They are among the fastest growing places in the whole country, and the railway line through those three constituencies is extremely important.

My second point is that about 10 years ago, when the branch line was reopened to Corby, the main line rail service to and from Kettering northwards was effectively downgraded from a half-hourly service to an hourly service. That was done by the last Labour Government and I am looking to this Conservative Government to right that wrong. They should be able to do that, if the Minister and his officials were to revisit the superb representation made in the franchise consultation by Christopher Groome and Stuart Porter. In their submission, they are not just arguing Kettering’s corner. They are standing back, putting themselves in the rail Minister’s shoes and asking, “How can we help the Minister to develop a new franchise arrangement that will facilitate a better service up and down the line?” The proposals that they advance would reintroduce that half-hourly service.

My third point is that rail fares to and from Kettering are relatively expensive, compared to other rail fares around the country. We effectively have inter-city rail fares, but an increasingly commuter-style service. I am frequently surprised, whenever I travel by rail to any other part of the country, by how cheap rail travel is compared to the expensive fares that passengers to and from Kettering have to pay.

Kettering is effectively at the apex of a Y-shape coming out of St Pancras station. The midland main line comes out of St Pancras in London and goes north. The first junction is at Kettering, with the Corby branch line. Because Kettering is that junction, it makes sense to reintroduce the half-hourly services, because effectively Kettering is the hub, and that will help all the commuters from Wellingborough, Corby and Kettering to go north. It is important that the rail Minister bears that Y-shape in mind.

The central demand of the Kettering rail users group is for trains to call at Kettering every half an hour, because that will provide platform connections to Wellingborough, Bedford, Luton and Corby. Ideally one service should be from Sheffield and Derby, and one from Nottingham, and then run non-stop to St Pancras. That might be too ambitious in terms of non-stop to St Pancras—but it is the frequency of the service. Once it is less than every half an hour, passenger numbers start to drop off.

Cross-platform connectivity between trains happened very well at Leicester, which is a far bigger station than Kettering, until 2009. That led to a substantial growth in ridership. Since 2009, passenger growth has been suppressed because of the changes made then, particularly for Kettering journeys to Leicester, Birmingham and beyond. Kettering is the optimum hub for the towns in north Northamptonshire and their connectivity to Leicester and beyond.

Fares have been set at inter-city levels for many years to reflect the level of service and comfort. The rolling stock specification, journey times, comfort and capacity need to be of a high-enough standard to justify those inter-city fares and the premium charge, compared with, for example, Northampton to Euston or Huntingdon to King’s Cross fares. Some passengers from Kettering will drive to Northampton or Huntingdon to take advantage of the cheaper fares.

I firmly believe, as does the Kettering rail users group, that we have an opportunity for strong rail growth by restoring Kettering’s half-hourly off-peak service to Leicester. Before we lost that frequency 10 years ago, travel to both Derby and Nottingham was possible via an easy cross-platform connection at Leicester—effectively a half-hourly link to both, with equivalent connections to Birmingham. But train journeys from Kettering to Birmingham, Manchester and Leeds have become car journeys today, due to the reduced frequency to Leicester and beyond. Any delay to a connecting southbound service now leads to an hour’s wait. The risk of that is too high for too many passengers. Corby passengers also suffer an hour’s wait heading north, due to poor connections. When the Corby shuttle comes into Kettering, it is not timed to meet the hourly service going north from Kettering.

A mix of connections and through-services, as suggested by the Kettering rail users group in their submission to the Minister, from Leicester to Kettering, Corby, Wellingborough, Bedford and Luton, is needed to avoid future rail growth from Leicestershire, Nottingham and beyond being replaced by car journeys. It would be a tragedy if the new franchise on the midland main line ended up seeing an increase in car journeys in the east midlands, when we want to see the opposite.

I mentioned at the start that Kettering, Wellingborough and Corby are very fast-growing parts of the world, and that is exemplified by the crowding and overcrowding figures on East Midlands Trains. In May 2017, the East Midlands Trains website showed the following trains as forecast to have over 90% of seats taken when leaving St Pancras: the 3.29 to Nottingham, the 4.01 to Corby, the 4.26 to Sheffield, the 4.29 to Nottingham, the 4.57 to Sheffield, the 5.01 to Corby, the 5.30 to Nottingham, the 5.57 to Sheffield, the 6 o’clock to Melton Mowbray, the 6.30 to Lincoln, the 7.15 to Nottingham, the 7.28 to Derby, the 8 o’clock to Corby and the 8.30 to Nottingham. Those are all at 90% of passenger capacity when they leave London. On other trains, 75% to 90% of seats are taken: the 2.58 to Sheffield, the 3.26 to Sheffield, the 3.58 to Sheffield, the 7 o’clock to Corby, the 7.32 to Leeds and the 8.15 to Nottingham. The system is already groaning at the seams, and that is why we need more seats and more services.

The Kettering rail users group has complained often about overcrowding and poor connectivity since the changes that were made about 10 years ago. The franchise is the chance to correct that mistake, to improve journey opportunities from Kettering to Birmingham, Manchester and Leeds and to provide a timetable that varies at peak times to avoid creating overcrowded services. The group’s aims for 2020 and 2023 are better connectivity north and, if possible, quarter-hourly commuting frequency and two fast services to London each hour throughout the day.

Chapter 4 of the Department’s consultation document on the new franchise claims that the line is full, but our experience is that many hourly freight paths are underused on the line. Freight paths should be allocated only at less of a speed differential to passenger paths. The Kettering rail users group believes that three minute or four minute scheduled headways should be more widely specified and that freight passing loops between Kettering and Wigston should be sought and funded to allow more, faster trains on that key section. An engineering solution could help to fit more passenger trains on the midland main line.

The Kettering rail users group has frequently pressed East Midlands Trains to restore the two trains an hour service between Leicester and Kettering, though with no success so far, and other stations have taken prior advantage of the line speed improvements that have been made. Recently the situation has got even worse than it was 10 years ago. The Sunday pattern was the old pattern until very recently, when East Midlands Trains switched Sunday afternoons over to the inconvenient weekday system in May last year. With growing demand, the hourly Nottingham service is now frequently full with passengers standing when it leaves Kettering going north, especially on Saturday mornings, in school holidays and at key times. Ironically, line speed improvements between Kettering and Corby mean that the hourly Corby southbound service arrives in Kettering just after the northbound hourly Nottingham service on the main line leaves, making a connection impossible if both trains are on time. The Corby passengers then have to wait an hour at Kettering before they go north. That situation cannot be right.

Kettering Borough Council, of which I am proud to be a member and therefore declare my interest, has a great opportunity to develop Kettering station. The redevelopment of Kettering’s station quarter has been in the pipeline for several years. Additional investment could lead to increased car parking, enhanced passenger facilities and an improved station gateway. Land west of the station could be developed as a business innovation centre. There would also be the opportunity to create access from the west, so that local passengers do not need to drive round the one-way system to the other side of the station before accessing trains. If the franchise is got right—if the train pattern in the new franchise encourages passenger growth—Kettering Borough Council is well placed to ensure that the infrastructure at Kettering station is upgraded to help.

Our other problem is that because of the Thameslink timetable changes, passengers from Kettering, Corby and Wellingborough who would take a peak service to Bedford or Luton will now have to do so by bus. That will lead to a dramatic decline in the number of passengers using this rail/bus service, and I urge the Minister to think of a physical rail infrastructure solution. Network Rail could extend the platform or platforms at Bedford to take a shuttle service from Kettering, Corby and Wellingborough while the Thameslink timetable settles down.

[Mohammad Yasin (Bedford) (Lab)]

Does the hon. Gentleman agree that passengers from Kettering, Wellingborough, Luton and Bedford will be badly affected by those journeys and that the franchise should compensate them for their losses, because thousands of people moved to those areas so that they could easily commute to work?

[Mr Hollobone]

In effect, Thameslink is a very narrow tunnel that goes underneath London, and therefore all the trains that go in and out of it have to be timed exactly to fit on to the other train routes, including the midland main line. That is clearly leading to a bottleneck in our part of the world. I understand that problem, but I believe that there is an engineering solution. There is no doubt that East Midlands Trains will take a huge revenue hit with the loss of passengers using its service. I think East Midlands Trains is doing its best given the constraints placed on it, but the Minister needs to work with Network Rail to see if an engineering solution is possible at Bedford: the extension of a platform and the purchase of a shuttle train that can run backwards and forwards, so that passengers have at least a train service to Bedford instead of having to go on the bus.

It is welcome that electrification is coming to Kettering and Corby. I urge the Minister to consider extending electrification to Braybrooke, and then to Harborough or Wigston, because of the feeds from the national grid. An engineering solution would mean that that could be done at very low cost. Early procurement of bi-modes for the new franchise is needed, because part of the line will be electrified and part will be diesel. There are also easy stretches for upgrading and electrification further north. It would be a shame to break up the engineering teams installing electrification up to Kettering and Corby when, with a little bit of forward planning, they could be sensibly deployed to deal with stretches of the line that can be electrified fairly simply and at low cost. That would not be 100% electrification of the whole line, but other bits north of Kettering could be done at very low cost.

It has been a pleasure to have this debate under your benign guidance and chairmanship, Mr Evans, and I look forward to the Minister’s response.

Fireworks

Debate between Philip Hollobone and Mohammad Yasin

Monday 29th January 2018 Westminster Hall

[Mohammad Yasin (Bedford) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Walker. It is an honour to be here to voice the concerns of my constituents who have signed the petition asking for a change in the laws governing the use of fireworks to include a ban on public use.

From time to time, we all enjoy fireworks. Just 28 days ago, we saw the most fantastic display lighting up the Houses of Parliament. New year’s eve, bonfire night, Diwali and Chinese new year would not be the same without them, and they are a wonderful part of our cultural heritage. However, fireworks are no longer used or heard just at significant events such as those, but throughout the year. The occasions that I just mentioned span more or less half the year, so the sale of fireworks around those occasions offers the public the opportunity to buy fireworks through the entire dark nights period. That means that around this time of year, although the nights are getting lighter, we can hear fireworks going off from as early as 4 pm to the early hours of the morning.

In addition to the dangers of fireworks in relation to public safety, they have become a real antisocial menace—a menace and a real problem for pet owners; a menace for parents whose young children are woken by loud bangs and whistles; and a menace to the elderly, who can be frightened by the loud bangs. Restrictions on sales are not working, not least because fireworks are readily available to buy on the internet. That is a separate concern, because fireworks obtained in that way may not comply with EU safety regulations and because they may be easily bought by minors—I need not spell out the dangers of that.

The 2004 regulations allow penalties to be levied for antisocial behaviour involving fireworks, but enforcement of the power is very poor. I think that if the existing laws were enforced, that would solve many of the issues, but if the laws are not being enforced, or cannot be, we will have to consider other means of controlling the problem.

The National Fire Chiefs Council has campaigned to stop the sale of fireworks to the general public, as have the Royal Society for the Prevention of Accidents and other collaborative partners interested in public safety. Clearly, the vast majority of people who use fireworks do so responsibly and in accordance with the law; and when distress is caused to animals—domestic pets, wildlife or livestock—that is likely to be because of ignorance and thoughtlessness rather than deliberate misuse.

The most effective way to reduce the suffering of affected animals may be through education instead of legislation. We should let people know about the time limits and the regulations, so that they can be more thoughtful not only about pets but, of course, about people in their environment. However, fireworks are a real source of distress for many people and pet owners. One of my constituents, whose dog shivers under the duvet whenever it hears a firework, told me:

“It’s possible to plan ahead and try and manage the situation for pets on planned evenings, like Bonfire Night. However, when fireworks are let off without warning, it’s a real problem for our dogs, who are terrified.”

[Mr Philip Hollobone (Kettering) (Con)]

I am listening with great interest to the hon. Gentleman’s comments, and he has mentioned bonfire night a couple of times. Does he agree that the problem is that bonfire night is not restricted to bonfire night? We now have bonfire fortnight: these things are let off the week before and the week after, so pet owners are placed in an impossible position.

[Mohammad Yasin]

I agree. The hon. Gentleman raises a very important issue, which needs to be tackled. The quotation that I read out also makes the point. Most of us are tolerant and respectful of others, and we all recognise that fireworks can mark a special event. Although many pet owners dread bonfire night, they can plan for it and ensure that their pets are safely in the house, but now, the use of fireworks is frequent and random. It takes only one person setting off a firework at 2 am to wake the whole neighbourhood, and set car alarms off and dogs barking.

I hope that the Minister will look again at enforcement of the 2004 regulations and review them to test whether they are strong enough and whether our police have the capacity to enforce them. If not, perhaps tighter restrictions along the lines recommended by the petition should be considered.