That this House has considered the Restoring Your Railway Fund.
It is a pleasure to serve under your chairmanship, Mrs Cummins. First, I thank my colleagues on the Backbench Business Committee for agreeing to schedule this timely debate.
The name Dr Beeching evokes strong passions even 60 years after the publication of his first report, and the very fact that I do not have to mention the subject or the title of the report, simply his name, speaks to the special place our railways hold in the nation’s heart and the impact of the proposals that followed. No other mode of transport can evoke such passion or interest, and while more people use buses than trains, it is rare that anyone becomes as engaged in a discussion about a new No. 3 or No. 12 as they do in talking—at length—about the prospects of restoring a piece of track that last saw a train long before many of us were born.
We refer to the Beeching era, but Britain’s railways were contracting before Beeching arrived. For example, in Devon alone, the line to Princetown closed in 1958 and the line to Yealmpton closed to passengers as far back as 1947, but Beeching’s first report on reshaping Britain’s railways is, for many, the key moment. The report has seared his name into our national memory, and it defined an era for our railways. Of 18,000 miles of railway, Beeching recommended that 6,000 miles be closed and 2,363 station closures, both on lines set to close and on lines he proposed remain open.
There are lots of debates about whether different approaches could have been tried, not least reducing costs on lines rather than closing them, but those debates are for the rail historians. We know that today, across Britain, there are viable schemes ready to reconnect communities to our rail network. When people talk about what had been the signs of decline in a once-prosperous town, many local residents include in the list the words, “Then the station closed.” A rail service is often seen as a sign of literally being on track to better prospects. Hence the excitement when a long-lost service returns.
Ferryhill station in my constituency was removed in 1964 when I lived there, although there is still a freight line. The station is symptomatic of the area’s need to regenerate and redevelop. Does my hon. Friend agree that any consideration of whether a bid should succeed must be cognisant of the impact on the people of the area, not just the mathematics that go with it?
I could not agree more with my hon. Friend, who is a strong champion for his constituents on the matter. Where once there was a station and now there is a space or an empty building, or just freight trains trundling past, people sense that they might have been left behind, so reopening stations, particularly in locations such as the one he mentioned, is one of the best signs that levelling up could offer to show that the agenda across Government is about giving communities back what they had in the past. We are not going to reintroduce steam trains, but we do want to give people a modern, functional service that points towards an aspiration for a better future.
With respect to such opportunities, the pledge in our 2019 manifesto, which forms the basis of the Government’s mandate, was explicit:
“To help communities across the country, we will restore many of the Beeching lines, reconnecting smaller towns such as Fleetwood and Willenhall that have suffered permanent disadvantage since they were removed from the rail network in the 1960s.”
In January 2020, colleagues across the House will have welcomed the Government translating that pledge into £500 million for the restoring your railway programme to deliver the manifesto commitment, which I know was firm when my right hon. Friend the Member for Uxbridge and South Ruislip (Boris Johnson) was Prime Minister. I know the Minister will be keen to repeat it today.
I want to ensure that the commitment remains firm not because I am sentimental about the days when steam trains raced from London Waterloo to Tavistock, but because of what we see when lines reopen and communities reconnect. For example, the revitalisation of the line to Okehampton has brought full passenger services to the town for the first time in five decades. It was the first former line to reopen under the restoring your railway programme. In the same week that it celebrated its one-year anniversary in November, the Dartmoor line also saw its 250,00th journey—more than double the demand originally forecast.
I thank my hon. Friend for giving way and congratulate him on leading this important debate. In Cumbria we have been pushing for the reopening of the Penrith to Keswick line and of Gilsland station. My hon. Friend mentioned the Borders railway, which we want extended through Longtown in my constituency and down into Carlisle. Does he agree that opening up those projects not only connects people to physical places, but increases economic opportunities and access to education and empowers rural communities?
I could not put it better. Transport systems are not just about an academic exercise of connecting point A to point B, but about linking communities, providing opportunities and levelling up communities. Instead of looking back to a service that existed until the late 1960s, we should look forward to the opportunities. My hon. Friend is a very strong advocate for his constituents and I know he will push the Government on that scheme.
I commend the hon. Gentleman for securing this debate. It is a real pleasure to intervene on him, whom I see as a very dear friend. My constituency used to have a railway line, but now has no railway whatever. Does the hon. Member not agree that it makes no sense for any constituency to have less public transport at a time when we are encouraging people to ditch their cars and make changes to help the environment? It takes investment. If the Government are serious, the funding must also be serious.
The hon. Gentleman puts it well and reminds us that in the Beeching era many communities went from having train services to numerous destinations to literally having none. We have mentioned the example of the Scottish Borders railway. After the closure of the Waverley route, certain communities became some of the furthest away from the mainline network. Train services provide people with different choices and opportunities. It is safe to say that the people of Strangford can be reassured that if there is any prospect of getting a train service back to Strangford, the hon. Gentleman will regularly pursue it in this place until it happens.
I am conscious that there are many requests for new lines and stations across the country. In June, the Government published a restoring your railway fund programme update with details of all successful and unsuccessful bids. In total, the programme update listed 44 successful schemes, which are at different stages, and 23 schemes are being funded to develop a strategic outline business case—one of the earlier stages in considering a transport intervention. Thirteen schemes that had already developed a SOBC are being supported to develop further, and eight schemes are being delivered. Of those, the Dartmoor line between Okehampton and Exeter has already reopened.
The schemes stretch across the country, ranging from the Northumberland line reopening to the new Thanet Parkway station in Kent, plus St Clears station in Wales and the White Rose station in Yorkshire. As evidenced today, many other communities want to join them. Many communities who were not successful at first now hope to join them in future rounds.
In some areas the dreams of restoring a railway service will come up against the harsh realities of previous track beds having been lost or development having taken over where a line once cut through. What might in the early 1970s have been a relatively easy job of re-laying track will now mean cutting a new track bed through previously untouched countryside. I know from my brief time in the Department for Transport about the issues with restoring the key section of the Varsity line between Cambridge and Bedford, given the short-sighted decisions of past generations to build over the old track bed. The modern realities of development since the line closed mean a different realignment is needed. It is interesting to note that this is one railway that Dr Beeching proposed to keep open in his infamous report, with the mistake of closure being clear almost from the time it was implemented.
It is a pleasure to serve under your chairship, Mrs Cummins. I thank the Backbench Business Committee for facilitating the debate.
As an Opposition politician, I might not often be heard saying positive things about the Government or the governing party, but I want to say some warm words about the restoring your railway scheme, particularly as it has awarded £5 million towards the reopening of Cullompton railway station. The developments we have seen in Devon, including the reopening of the station at Okehampton, are excellent; I hope Cullompton will see the same railway renaissance as Okehampton has in the past couple of years.
I will set out why I think it will be beneficial to Devon to have a railway station at Cullompton and how that might also return some benefits to the Department for Work and Pensions. Cullompton railway station is one of 10 projects that received funding from the restoring your railway fund in 2020. The funding was delivered to Network Rail, which is developing a full business case for stations at Cullompton and Wellington. I know the Minister is aware of the initiative, not least because he kindly agreed at Transport questions last week to visit the site when he is next in the area. The Minister advised that I should work with people of all political colours in the local community on the programme, and he will be pleased to know that I am doing just that.
Cullompton had a railway station until 5 October 1964. The Beeching cuts, which we heard about from the hon. Member for Torbay (Kevin Foster) and which mothballed Cullompton and many other railway stations that day, are looked back on with great regret from a 2023 vantage point. I suggest that they were also regretted by the then Government, because just 10 days after the closure of Cullompton railway station and other stations in Devon, the Conservative party, which had been in power for 13 years, was defeated and nearby seats fell to the Liberal party. There is still time to reinforce the current Government’s success in rail at Cullompton.
Order. Before I call the next speaker, as we have had a number of withdrawals, I am looking at about six minutes for each speech.
9:49 am
Suzanne Webb (Stourbridge) (Con)
It is a pleasure to serve under your chairmanship, Mrs Cummins. I thank the hon. Member for Torbay (Kevin Foster) for securing the debate.
I want to talk about my Stourbridge Dasher. I invite the Minister to Stourbridge to see for himself how important it will be to the community. The Dasher will be transformative. It will run along an old passenger line and extend the branch line, and restore an important economic link. It is railway restoration at its very best. The Dasher would reinstate passenger services on a four-mile, freight-only branch line between Stourbridge Junction, and Round Oak and Brierley Hill, and the terminus at Brierley Hill would link it to the West Midlands Metro tramline extension, which is expected to open in 2025. This has never been more important, given that under the 2024 boundary changes Brierley Hill will come into the Stourbridge constituency. Of 1,500 people surveyed in my constituency, 87% were in favour of the Dasher and would make use of it.
The Dasher would bring huge benefits. It would link Stourbridge to the wider Black Country, opening passenger travel between some of the region’s most deprived areas. It would be good for areas such as Amblecote and Brierley Hill, with stations planned at Vicarage Road and Brettell Lane, and good for jobs by increasing the ease of travel, taking the burden off roads such as the A461, and sparing residents from frequent traffic jams. If delivered, this line and its stations would make a real contribution to reinvigorating the area.
Stourbridge already has the Stourbridge Shuttle, which is pretty impressive in itself. It connects the main line train station to the centre of Stourbridge town and runs every 10 minutes, seven days a week. It has an on-time train service reliability of 99.8% most of the time, which I am sure most present would agree is pretty impressive. Its operating costs are 50% cheaper than those of conventional railways, and it is eco-friendly, running on liquid petroleum fuel that is kinder to the air, which is a UK first. It is Europe’s smallest branch line—the journey time over the 0.8 miles is only three minutes—but while it might be small, its track record of delivery could be extended to the Dasher.
I thank Pre Metro Operations, which brought the potential of the Dasher to my attention. Pre Metro Operations has done a brilliant job of putting together a business case, through work done out of dedication and love of the branch line, and with innovative thinking. On Friday, I am going with the Pre Metro team to a site near Stourbridge for a demonstration of the potential Dasher. We all have those days and visits that we just cannot wait for, and this is one of them. I love trains anyway, but I cannot contain my excitement over being able to see the potential of my Dasher. I am serious—my constituents know that as well. I am genuinely excited about the future possibilities of making the Stourbridge Shuttle into a Dasher.
My hon. Friend is doing such a good job of talking about her railways, she makes me want to travel on them immediately. For 20 years, MPs, councils and community champions have been campaigning similarly to reopen Stroudwater station on Bristol Road, Stonehouse. I was proud to be the MP who secured £50,000 to do the feasibility study, so I completely understand her passion and pitch. We are asking for the environmental, economic, business and tourism benefits not just for now, but for the future. From speaking to Great Western Railway, I understand that there is a lot of waiting before getting from Government an understanding of what the funding pot for railway investment will look like, given that the country’s finances are stretched at the moment. Does my hon. Friend agree that hearing about that investment early and having the Department for Transport work closely with individual bids on feasibility are incredibly valuable to all our communities?
Suzanne Webb
I could not agree more with my hon. Friend. I have been waiting some time for that £50,000. These are quick-win projects that do so much for communities. Getting that closer link with the Government, in particular on feasibility work, would save so much time further down the line, even if it were to prove that the project was not feasible. I thank her for that.
I finish as I started, by asking the Minister to come and visit our brilliant shuttle, to see for himself that it would be even better if we had the Stourbridge Dasher. I am sure the rewards to all will be hugely demonstratable, but none more so than the rewards to the community of opening up the superb branch line once again and seeing the Stourbridge Dasher, in all its magnificence, take to it. What is not to love?
It is a pleasure to serve under your chairmanship, Mrs Cummins. I congratulate my hon. Friend the Member for Torbay (Kevin Foster) on securing this very important debate.
We have been very lucky in Stoke-on-Trent. We have managed to secure up to £40 million from the transforming cities fund, which will do remarkable work, and £31.7 million to improve local bus services, create new routes to better serve the community, and most importantly reduce the flat day fare by a third to £3.50. In addition, my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) has been successful in getting the old railway restored at Meir station. But of course, Stoke-on-Trent always wants and deserves more. I am sure the Minister is aware of that.
My right hon. Friend the Member for Staffordshire Moorlands (Karen Bradley), my hon. Friends the Members for Stoke-on-Trent South and for Stoke-on-Trent Central (Jo Gideon) and I were delighted to secure £50,000 for the feasibility study for the Stoke to Leek line service, which we want to come back to life. I have had the pleasure of walking the line near Milton and Baddeley Green with Councillor Dave Evans and Councillor James Smith. There is an opportunity in our great city to better serve an area of deprivation that has sadly high obesity levels. There has been a jobs boom, but that area has poor connectivity to the Ceramic Valley enterprise zone sites. We can improve employability and create better opportunities to sell the employment sites in our great city.
We have in our city the fantastic City of Stoke-on-Trent Sixth Form College and Stoke-on-Trent College, which serve students from north Staffordshire, as well as Staffordshire University and Keele University. The line would serve as a huge hub, improving access to education, which is particularly important given that we need more people to take levels 3 and 4 qualifications. Sadly, we lag 8% behind the national average when it comes to the take-up of level 3.
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Then there is the Scottish Borders railway, for which an original target was set of 650,000 passengers in the first year, but demand for the service exceeded expectations with almost 700,000 trips made in just the first six months of the line reopening. In short, new lines bring new trade to the railways and provide an attractive alternative to travel by car or coach. The Minister saw for himself the achievements at Okehampton and the excitement of the local community at having its train service back. We would simply not get that with a new road junction or a bus service.
In many locations where enthusiasts or a local council have sought to preserve the dream that trains would one day come back down the track to them, reopening former lines can offer excellent value for money. We can also benefit from the quality of railway engineering in the Victorian era. The report on the former line from Bere Alston to Tavistock, more than 40 years after its closure, found that many of the key structures were in fairly good condition, despite not having been maintained for decades. Think of how each pound spent on the restoring your railway programme delivers popularity and inspiration for the local community. Then think how HS2 developers must dream of getting anywhere near that with the tens of billions being spent on that.
The Minister will not be surprised to hear me talk of the opportunity to do just that in my own constituency. The former Goodrington Sands station lies only a few hundred metres from the railhead that marks the end of the Network Rail track, and has done since the line from nearby Paignton station to Kingswear closed. It is not the derelict building that some hon. Members might now be picturing in their minds. Since 1972, it has operated successfully as part of the Dartmouth Steam Railway, with its platforms still in very good condition.
Goodrington station provides a great example, not just of preserving the past, but of an opportunity for the future. Given the Network Rail track nearby, it is possible to create a track route, entirely separate from the operations of the steam railway, to Goodrington from Paignton. That would allow a new platform to be created alongside the heritage station, with accessibility provided by stairs and a lift to the road bridge that passes over the site. Whereas parking is limited at Paignton, there are large car parks near Goodrington station, which are often only used in the summer peak season.
Those ingredients, alongside the presence of a large beach and leisure facilities around the former station, provide a tempting chance directly to reconnect communities nearby and facilitate a parkway-style access to the rail network. Despite the obvious attractions of that plan, plus support from the local community, the spirit of the Beeching era lived on in the coalition of Lib Dem and independent councillors currently running Torbay Council, who objected to the bid for restoring your railway funds. It was disappointing to note their opposition, and the way they assumed they could get an officer to write to MPs, simply demanding we withdraw a bid, as they had said no. As some will know, such ill-judged actions merely provoked not compliance but scorn from me, my hon. Friend the Member for Totnes (Anthony Mangnall) and many local residents.
The restoring your railway programme is not just about reopening lines closed during the Beeching era. It is also providing entirely new stations, such as the one being built at Marsh Barton, which I passed on the train when I travelled up yesterday, and the very welcome Edginswell station in Torquay, where preparatory works are under way ahead of the main construction work starting later this year. Having asked many questions about that project of previous Rail Ministers, I welcome the new stations fund and the Torquay town deal supporting it: the first new station in Torbay since the war, delivered by a Conservative team.
I could be here a long time, listing individual schemes and opportunities for reopening, and I suspect we will hear quite a few more as the debate progresses. Yet the purpose of this debate is not just to put in a pitch for a local scheme, although this is a good opportunity for colleagues to ensure that the Minister has heard the exact benefits a scheme will bring for their local area. There are a few points it would be good for the Minister to respond to.
The first is the easiest: to confirm that the Government remain committed to the vision of reversing Beeching-era cuts, giving communities new train services, as set out in our 2019 manifesto, and the £500 million previously agreed. Secondly, what work will the Government do to support groups and MPs looking to bid where a local council retains the spirit of the Beeching era and decides to object, but the community is positive? Thirdly, what assessment of the value delivered with these projects will be used to capture the full impact for the community of being reconnected to the rail network?
As I said at the start, the fact that we can mention one man’s name 60 years after his report was published shows how the railway closures affected so many communities. For the first time in decades, many communities can now talk about railways as part of their future, not just something they reminisce about from the past. That is what the restoring your railway scheme is about. It is the ultimate prize from levelling up, and it is vital that the commitment shown to it by the Government’s 2019 manifesto continues.
Recently, the right hon. Member for Central Devon (Mel Stride) was fortunate that the Dartmoor line was the first line to be reopened under the restoring your railway scheme. The restoration, which was announced in January 2018 when the right hon. Gentleman was Financial Secretary to the Treasury, has some parallels with Cullompton. Okehampton and Cullompton are both within commuting distance of Exeter and both have slightly more than 10,000 people currently living in and around each town.
Cullompton has characteristics that will be attractive to some of the Rail Minister’s colleagues in Government. It is a town with a tight labour market and currently has vacancies across a range of sectors, including retail, manufacturing and social care. In Cullompton, fewer than two in 100 people are unemployed, in contrast to the neighbouring city of Exeter, where unemployment is greater than 3%. There are thousands of people in Exeter who are registered unemployed and looking for work who would be able to find jobs in Cullompton were they able to commute there. That could reduce the cost of benefit payments to the Department for Work and Pensions, and represent excellent value for the taxpayer.
While Cullompton is already regarded as a key town for commuters, plans are afoot for Culm Garden Village, which will expand Cullompton by more than 5,000 houses and perhaps an additional 12,000 residents. The Minister will be aware that the population of the west country has grown faster than the population of England, but that is not a patch on the growth rate we will see in Cullompton, which is having a deleterious effect on people’s health. We already have an air quality management area designation in the town of Cullompton; having a station in the heart of the town should serve to reduce traffic on the congested B3181.
The Minister is a real champion for railway restoration. As a Back-Bench MP, he battled successfully for Battle, specifically the refurbishment of its railway station. As the Minister, last year he came to Devon to celebrate the new Dartmoor line having its 250,000th user, as referred to by the hon. Member for Torbay, and said in his speech at the time that the restoration
“has undone 50 years of damage”.
He is very welcome to visit us at Cullompton station to see how little work would be required to restore the station to its former glory and to transform a very friendly part of Devon into an environmentally friendly one.
The project needs only £50,000 for an initial feasibility study to kick it off. I do not think that is too much to ask for.
Since 2015, 9,000 jobs have been created under the leadership of Councillor Abi Brown and her fantastic team at Stoke-on-Trent City Council. The railway line could also help to decongest our roads and improve our air quality. Stoke-on-Trent City Council and Newcastle-under-Lyme Borough Council—I also represent that area—have been tasked with solving that issue.
If we bring that train line back to life, it will save people getting around our city an average of 25 minutes at peak times. That is a huge benefit. More than a third of residents of the city do not have access to a motor vehicle and are heavily reliant on taxi services, because sadly the bus service is in need of improvement. It is important to make that case for local people, particularly those who live on the outskirts of our city. In Milton, Baddeley Green and Stockton Brook, people have to get off First Bus Potteries and get on to another bus near Endon and Brown Edge to get to Leek. I believe Leek, which has about 25,000 residents, is the largest town in the country not to be served by a railway station.
Nearby is the glorious Alton Towers. The Stoke to Leek line has the potential to go through it and connect to one of this country’s great tourist attractions. That would help build our long-term tourism strategy, which is to have more than just one-day visits. We are delighted to have these visitors; we had about 6 million before the covid pandemic, but sadly only 200,000 turned into overnight stays. This railway line, which would offer connectivity to Alton Towers and other tourist attractions around north Staffordshire, would incentivise people to stay overnight. That would build on the success of the Hilton building in Stoke-on-Trent city centre, and the Goods Yard site, which is under development thanks to the levelling up funding and will bring more hotel space.
We have the fantastic World of Wedgwood in the constituency of my hon. Friend the Member for Stoke-on-Trent South, but even better, of course, is Middleport Pottery, which has been proud to be the home of “The Great British Pottery Throw Down” in the past. Of course, we also have the Potteries Museum and Art Gallery and the Gladstone Pottery Museum. That is why it is so important that we have the ability to boost our tourism, our education opportunities and our employability in our city, and to better connect our city to residents who do not have access to motor vehicles in the way that people in a more privileged position may traditionally have outside our great city. The line will also help to improve the air quality in our great city. That is so important, especially when a lot of the people who live in Stoke-on-Trent used to work in the pots and the pits and suffer with long-term health ailments because of the type of industry in which they worked for so many years.
I hope that the Government remain absolutely, fully committed to the restoring your railway fund. I hope to hear from the Chancellor in the spring statement—I will allow him to go to the autumn statement this year at the very latest—that he will commit to Stoke-on-Trent and Leek getting the Stoke to Leek line back once again.