Staffordshire Rail Strategy April 2016

Draft

DRAFT FOR CONSIDERATION BY PROSPEROUS STAFFORDSHIRE SELECT COMMITTEE

Contents

Page

1. Introduction 1

2. Economic Growth 5

3. Passenger Rail Services (Local, Regional and 8 Long Distance)

4. HS2 and HS2 Local Connectivity 15

5. Rail Stations as Gateways 21

6. Rail Freight 26

7. Making it Happen 32

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1. Introduction

Overview It is essential for Staffordshire to establish its key priorities in terms of rail if the This Rail Strategy sets out the role of County Council and its partners are to Staffordshire’s rail network now and in the achieve their ambitions and ensure that future. It is objective led and sets out the Staffordshire enjoys a rail service that challenges and opportunities facing meets both current and future needs. Staffordshire’s rail network together with how this can be addressed. The Rail Strategy will therefore: The Strategy considers the needs of both • Provide a sound basis to effectively passengers and freight and builds on respond to national consultations existing plans including the rail industry’s including re-franchising. Long Term Planning Process. A suite of technical documents that provide further • Provide a clear set of priorities to detail and support for this Strategy are enable available investment available from opportunities to be maximised. www.staffordshire.gov.uk/transport/transp ortplanning/localtransportplan/railstrategy. • aspx Take advantage of any emerging opportunities such as entrepreneurial Whilst the focus of the Strategy is long private enterprise and open access term – through to the mid 2020s and opportunities. beyond, the Strategy will also identify short-term goals and will therefore include • Help shape the devolution proposals short, medium and long-term action plans. for West Midlands Rail and Rail North, providing greater accountability and This Rail Strategy will remain a fluid decision-making in relation to local rail document that will be updated on a regular services. basis to ensure it remains fit for purpose and reflects the County Council’s priorities • Help shape the industry’s Long Term for investment. Planning Process for future investment in the rail network. Context • Help provide the best possible It is recognised that better connectivity is opportunities to gain access to the an enabler of growth and prosperity and existing and future National and therefore forms a key element of the European High Speed Passenger County Council’s Strategic Plan vision. In Network. addition, one of the Council’s top strategic priority outcomes is to be able to access • Help plan for the best use of released more good jobs and feel the benefits of capacity on the classic network upon economic growth. Rail will be a key driver completion of HS2. in achieving these ambitions. Figure 1 demonstrates how delivering the In 2014/15 over 10.3 Rail Strategy for Staffordshire will integrate with and influence wider policy million people used rail and strategy, and support the securing of greater investment and economic growth stations in Staffordshire in Staffordshire.

Page 1 Figure 1: Integration and Influence of Staffordshire Rail Strategy

Geographic Scope Birmingham is just a 38-minute journey from Stafford Rail Station. Other main Staffordshire is uniquely placed at the stations within Staffordshire include Burton centre of the country’s rail network, upon Trent which lies on the Cross located on key transport arteries and Country Route between Birmingham and corridors, giving easy access to large Derby, and Tamworth which is served by economic centres such as Manchester both the WCML and the Cross Country and the North West, Birmingham, the East Route. There are 19 local rail stations in Midlands and the South East. The West the area that offer varying degrees of Coast Main Line (WCML) runs north to connectivity to both local destinations and south through the county, providing those further afield. frequent connections to London, Manchester and Liverpool. Figure 2 shows the average journey times to Birmingham, Manchester and London.

Rail Staffordshire’s rail network plays an Patronage important role in the movement of freight and is located at the centre of some has important regional and national routes, increased in with good connections to a number of freight terminals. The most important Staffordshire freight route for Staffordshire is the by 74% WCML, one of the country’s principal routes with over 50 freight trains operating since 2006/07 along it per day in each direction.

Page 2 Staffordshire County Council is also a member of the North Staffordshire Community Rail Partnership which works to promote and develop the Crewe-Derby Route which is also known as the North Staffordshire Line.

Figure 2: Average Peak Journey Times to Birmingham, Manchester and London

Page 3 Vision Rail Vision is available from: www.staffordshire.gov.uk/transport/transp A well-connected, modern, safe, ortplanning/locatransportplan/railstrategy.a affordable, reliable, attractive and low spx) carbon rail network that allows businesses, people and goods to connect Objectives efficiently and effectively with each other, whilst playing a central role in supporting To achieve the vision, Staffordshire the economic growth of Staffordshire. County Council has adopted a series of objectives that are summarised in Figure 3, with greater detail provided in each The vision which underpins this Strategy individual section. has been developed through extensive consultation undertaken with the public, It is important to note that these objectives the rail industry, LEPs and local interest cannot be considered in isolation and groups (further information regarding the individual measures to achieve these consultation undertaken in developing the objectives will still be subject to meeting the appropriate deliverability, affordability and value for money criteria.

Figure 3: Staffordshire Rail Strategy Framework

Page 4 2. Economic Growth

The Stoke-on-Trent and Staffordshire Staffordshire is home to a strong set of Local Enterprise Partnership (LEP) aims businesses in key industrial sectors. The to grow the economy by 50% and manufacturing heritage of the area and generate 50,000 jobs in the next 10 years recent renaissance driven by advanced – 50:50:10. manufacturing industries has led to the growth of a number of niche sectors across Stoke-on-Trent and Staffordshire, • Staffordshire is home to numerous particularly within: internationally-renowned businesses including: General • Energy Generation and Distribution Electric (GE), Coors, JCB, Jaguar • Automotive / Aerospace Land Rover, Moog and Zytek. • Medical Technologies • The area is home to a buoyant • Agri Tech Small and Medium Sized • Applied Materials Enterprise (SME) sector, making a significant contribution to growth. Growth in exports has been particularly • Inward investment performance strong in the West Midlands over the last has been strong in recent years, couple of years and emphasises the with notable investment including, opportunities presented by manufacturing Jaguar Land Rover and Amazon. industries. • The rural nature of large parts of the area has helped generate significant levels of growth as Exports have increased greater numbers of companies by over choose to relocate to out-of-town locations. £5.9bn

year on The LEP’s Strategic Economic Plan (SEP) year in is based on a twin track approach comprising both sector and place-led the West growth with five central objectives: Midlands (2012 to 2014) Core City Region

This is a vast increase when compared Connected County with any other area in the UK. Good connectivity to national and international markets will clearly be important if this Competitive Urban Centres growth in exports, a national priority, is to continue.

Sector Growth The focus on advanced manufacturing is complemented with a longer-term interest in strengthening the important sectors of Skilled Workforce tourism and leisure, business and professional services. Tourism and leisure

currently accounts for more than:

Page 5 HS2 hub stations and planned 23,000 jobs in enhancements to local and national connectivity. This is already being Staffordshire and 20 considered through the Northern Gateway Development Zone proposal and Midlands million plus people Connect. Work is also under way to consider how the benefits of HS2 can be visiting Stoke-on- maximised and environmental implications minimised throughout the county. Trent and Therefore, there are significant opportunities for growth that lie beyond the Staffordshire every Stoke-on-Trent and Staffordshire boundaries, including towards year Manchester, Liverpool and Derby, and significantly to the south into Birmingham The area is home to a large number of and the Black Country. attractions including Alton Towers Resort, Drayton Manor Theme Park and the A certain amount of this business and SnowDome, while there is significant housing growth is likely to be in addition to opportunity to build upon the area’s growth already planned around the sporting and leisure attractions such as strategic centres in the county including at those in the Peak District and Cannock Stafford, Burton upon Trent, Cannock, Chase. Enabling people to easily access Lichfield, Tamworth and Newcastle-under- these attractions in a sustainable manner Lyme as well as Stoke-on-Trent. will clearly be vital in supporting this growth. Along with the centres, the SEP has developed the idea of a growth triangle – a The number of households within the area series of routes linking Staffordshire’s is predicted to rise over the coming years, strategic employment sites which will and an important element of economic enable further rapid economic growth in growth is ensuring that appropriate the peri-urban areas and also underpin housing is available in the right locations. economic ties to the markets beyond Based on current local plans, the SEP Staffordshire’s borders. These vital quotes that around 3,370 homes are corridors include the M6/WCML spine, the proposed to be built across all local A5/M6 Toll Enterprise Belt and the authorities in Staffordshire and Stoke-on- A38/A50 Eastern Links. Trent on an annual basis. Transport connectivity will therefore play a However, this figure is based on the critical role in supporting economic flows current Local Plans for the area and does and in unlocking investment in the not take into account growth plans necessary employment, housing and outlined within the SEP. It should also be leisure developments. acknowledged that there may also be pressure for housing growth within Fast, reliable, frequent and connected Staffordshire and Stoke-on-Trent from transport networks are fundamentally surrounding areas. Areas such as important to the economic growth and Birmingham cannot meet their housing competitiveness of the LEP. Strategic need and will be increasingly looking linkages shape the economic opportunities towards surrounding areas to meet this facing Staffordshire’s business, and local need in the future. linkages influence labour, residential and leisure flows, particularly in the urban The proposals for the HS2 project may areas. also increase the demand for housing within Stoke-on-Trent and Staffordshire To support economic growth and attract due to the area’s location between four new investment, connectivity both to and

Page 6 within the area will need to be maximised. Scotland, the North West and London for However, there are a number of both passenger and freight services. It is connectivity challenges identified by the transport links like these that will provide LEP which will constrain their growth the connectivity the area needs to ambitions. These are: enhance its competitiveness of our urban centres, and to maintain our strategic urban centres including Stafford, Burton • Constraints on movement upon Trent, Lichfield, Cannock, Newcastle-under-Lyme and Tamworth. • Constraints on development and growth potential (see graphic) Therefore, having excellent rail links to Staffordshire will help to reduce the To address these constraints, both constraints on movement, allowing labour strategic (including rail) and local markets to access employment and connectivity interventions will be required. providing investors with the access they The Vision for the objective ‘A Connected need to the area. Fast and efficient County’ is to build on Staffordshire’s networks will help unlock the potential of central location and existing linkages to strategic development sites across deliver the transport networks, Staffordshire, as well as key housing sites. employment sites and supporting Enhancing rail access to key employers infrastructure required to make the area such as JCB is therefore essential if the an attractive place to do business, work, ambitions of 50:50:10 are to be realised. live and visit. This is underpinned by six Schemes must be progressed within the priority objectives built around the goal of rail industry to help the unobstructed achieving “super connectivity”. A number movement of passengers and freight to of these directly relate to rail, for example: provide a robust network for the future. Transport links such as the WCML provide a fast link through the county between

Page 7 3. Passenger Rail Services (Local, Regional and Long Distance)

What is happening now? Staffordshire with London, the East Midlands, the West Midlands, South-West Staffordshire’s location means that it is England, North-West England, North-East dissected by the WCML and the England and Wales. For this reason many Birmingham to Derby line (and the wider local journeys made by rail in Cross Country network) and therefore the Staffordshire, for example from Stafford to majority of trains which call at stations in Stoke-on-Trent, are on regional or long- Staffordshire serve either the regional or distance trains. Figure 4 provides an long-distance markets. These typically link overview of the Staffordshire passenger rail network.

Figure 4: Staffordshire and Stoke-on-Trent Passenger Rail Network

Page 8 There are six Train Operating Companies line. A summary of typical off-peak services (TOCs) in Staffordshire. from some of Staffordshire’s key rail stations is provided in Figure 5. Virgin Trains operates between London/West Midlands and the North There has been significant growth in the West/Scotland, via the WCML. number of rail journeys made in Staffordshire since privatisation of the rail Cross Country operates a network centring network in the late 1990s. on Birmingham with services on two routes

Figure 5: Summary of Typical Off-Peak Services at some Key Rail Stations

Lichfield Trent Stafford Tamworth Stoke-on-Trent Valley •2tph to London (1 •3tph to London (2 •1tph to London •1tph to London fast, 1 semi-fast) fast, 1 semi-fast) (semi-fast with (semi-fast, with •2tph to Manchester •5tph to Manchester some additional some additional •4tph to Birmingham (4 fast, 1 slow) peak services) peak fast services) (1 continues to •2tph to Birmingham •4tph to •1tph to Crewe South West •1tph to Derby Birmingham/ •2tph to Nottingham England, 1 Redditch •2tph to Crewe •0.5tph to North- continues to the •1tph to Crewe South Coast of East England England) •2.5tph to •3tph to Liverpool Birmingham (1 continues to Cardiff, 0.5 continues to South- West England)

*tph – trains per hour through Staffordshire – on the WCML However, the key challenges for towards Manchester Piccadilly and on the Staffordshire are: Birmingham to Derby line towards Nottingham/Sheffield and beyond. • Routes are generally two-track only, with the exception of the WCML. London Midland services operate between • Birmingham and Liverpool, via Stafford, There is typically a mix of slow and also on the London to Crewe route via (stopping) and fast passenger Stafford and Stoke-on-Trent. London services and freight trains using the network. Midland also operates slower services into Birmingham from Rugeley Trent Valley (via This means that the network is increasingly the Chase Line), from Lichfield Trent Valley busy and a number of ‘pinch points’ exist (via the Cross City Line) and from which will limit service development in the Shrewsbury calling at Codsall and Bilbrook. future.

Northern Rail (changing to Northern from April 2016) operates hourly services from North Staffordshire to Manchester Piccadilly, whilst Arriva Trains Wales operates a limited amount of services at Codsall, Bilbrook and Stafford.

Finally, East Midlands Trains operates services between Crewe and Derby, via Stoke-on-Trent and the North Staffordshire

Page 9

Figure 6 identifies some of the issues that are particularly important to Staffordshire (these are not exhaustive).

Figure 6: Identified issues that are particularly important to Staffordshire

The introduction of the 'Very High Connectivity from Staffordshire to Frequency' (VHF) timetable in the East Midlands is relatively 2008 resulted in WCML Trent poor, either requiring use of the Valley stations (Tamworth and hourly services between Crewe Lichfield Trent Valley) having a and Derby (via Stoke-on-Trent) or reduced off-peak service to and necessitating a change of train at from London. They are now only Tamworth or Birmingham. served by an hourly service.

There is poor connectivity to and from Manchester Airport, which requires a change of train either at Crewe or in central Manchester.

What is expected to happen in the As part of the ongoing work for HS2, HS2 future? Ltd (established by the Government to develop the HS2 project) has prepared a The level of demand for rail travel is ‘Do Minimum’ timetable which shows in expected to increase significantly. Network broad terms how, without a high speed Rail’s Market Study for Regional Urban railway, improvements in the level of Centres, published in October 2013, service on the WCML and other routes suggests growth of between 8% and 49% would be limited in the future. This ‘Do for travel into both Birmingham and Minimum’ scenario shows that there may Manchester by 2023, rising to between be only two paths for trains into London 24% and 114% by 2043. This confirms the from Stafford per hour on the WCML, one increasingly important role the rail network for an intercity service (hereafter referred to will play in the future and demonstrates the as ICWC) and for a London Midland type need for continued investment in rail service. Although this work is only services and the associated network. indicative, it clearly demonstrates that there is only very limited scope to improve the level of service on the WCML, without the introduction of either a high speed railway By By or another similar upgrade. 2043: 2023: A number of significant infrastructure Low: Low: upgrades are already planned for in +8% +24% Staffordshire. Table 1 describes a number High: High: of these upgrades. +49% +114%

Page 10 Table 1: Planned rail infrastructure upgrades in Staffordshire

Improvement Importance to Staffordshire Stafford Area A number of improvements have already been made or are currently being Improvements implemented in the Stafford area to increase capacity along the WCML. This includes raising the line speed on the slow lines, re-signalling, the provision of a new freight loop and the introduction of a new flyover at Norton Bridge (for completion in 2017) to remove a major conflict at the flat junction. Chase Line The route between Walsall and Rugeley is not currently electrified and is largely Upgrade operated by hourly diesel services. A significant upgrade of this route is planned, including electrification and a line speed increase. This will allow for half-hourly electric services to operate between Birmingham and Rugeley Trent Valley. In the longer term, if HS2 does proceed (releasing capacity in the Stafford area) there are aspirations for through trains to use this route, for example between Birmingham and Liverpool, or between Birmingham and Manchester. These trains could also be extended south of Birmingham.

In addition to the planned network Staffordshire County Council will continue improvements in the Stafford/Norton Bridge to support and work with the industry area and on the Chase Line, a regarding this scheme and the need for it comprehensive list of potential network and to be introduced as soon as possible, service improvements has been identified preferably within the next Control Period for Staffordshire, which includes (CP6: 2019-2024) to include opportunities for line speed increases, improvements such as new signalling. further electrification, capacity enhancements and enhanced connectivity. What are the objectives for passenger This is shown in Figure 14, page 33. services?

A key bottleneck, which is outside of There are seven core objectives for Staffordshire but has a major impact on passenger services in the county, all of services, is Water Orton. This strategically which are underpinned by the need to important section of network is heavily collaborate with the industry and trafficked, with a number of conflicting neighbouring authorities. These objectives movements. Whilst HS2 may offer some recognise the importance of passengers limited relief (through allowing ‘fast’ being able to travel where they need to, at services from Birmingham to North-East a time that is convenient to them, whether England to re-route to the high speed it is for employment, leisure or other railway following Phase 2), there would purposes. still be a large number of trains in the area.

Page 11 Figure 7: Objectives for Passenger Services

Provide Provide Maintain or PR4: PR1: PR2: Maintain or PR3: appropriate rolling direct services to improve journey improve service stock with regional centres times frequencies sufficient capacity

PR6: Provide a PR7: Provide cost high quality effective & reliable Provide good PR5: journey experience journey options for connectivity to key for passengers passengers at the airports with good on- times they need to board facilities travel

Collaborate with the industry and neighbouring authorities

Working towards these objectives will How should these objectives be promote economic growth within realised? Staffordshire and the surrounding areas, as well as promoting carbon friendly rail The County Council will continue to use as an alternative to the private car, support and work with the rail industry reducing the negative environmental regarding improvements to the rail impacts of car travel on Staffordshire. network to enable services to be improved. When considering Objective PR4 recognises that there are improvements, the benefit to the rail some services in Staffordshire which are network is often cumulative, in that one running at or above capacity, with some project may strengthen the business case passengers being left behind at stations for an important improvement elsewhere, due to insufficient train lengths, including requiring an holistic approach. stations along the North Staffordshire Line. This is a significant concern for both The County Council therefore supports the the County Council and the North improvements outlined in Table 2, some of Staffordshire Community Rail Partnership, which are located entirely outside of and requires attention. Both partners are Staffordshire as they will bring potential working with the rail industry and benefits to the county in the future. Government to try and identify an However, it is important that any negative acceptable solution. Objective PR5 implications these improvements may recognises, in both economic and leisure have on rail freight are considered and terms, the importance of good connectivity mitigated against wherever possible. to key airports in neighbouring regions.

Table 2: Proposed improvements to the rail network that may bring potential benefits to Staffordshire

Scheme Description Passenger Rail Services Objectives PR1 PR2 PR3 PR4 PR5 PR6 PR7 Electrification Electrification of the Birmingham to      of Cross Derby line, which passes through Country the east of Staffordshire, allows for Network electric services to be operated, potentially enabling faster services. In addition, acceleration can allow for extra station calls to be added.

Page 12 Scheme Description Passenger Rail Services Objectives PR1 PR2 PR3 PR4 PR5 PR6 PR7 Northern This scheme makes a number of       Hub, improvements in the Manchester Manchester area, providing significantly increased capacity at Manchester Piccadilly and providing better opportunities for ‘through’ services from the south to continue beyond Manchester, for example to Bolton and Preston. Given the large number of journeys made from Staffordshire to the Manchester area, Staffordshire County Council strongly supports this scheme and the extra capacity that it provides. East-West This scheme is located some    Rail distance away from Staffordshire, but may still offer benefits to the area. The scheme sees the re- opening of the rail network between Bicester and Milton Keynes, which will allow services from Manchester, for example, to have much faster journey times to the south coast, running via the WCML and Bicester rather than via Birmingham. This should provide significantly faster services to the south of England from Staffordshire. It is important for the County Council to lobby for those services that use the East- West Rail Route from Manchester to the south of England to stop and serve Staffordshire. Crossrail This is a large scheme to introduce a      new west-east rail route through central London from Reading. While the core Crossrail route will operate from Reading and Heathrow to the west, through central London to Abbey Wood and Shenfield to the east, we are aware of aspirations for services from Hertfordshire to also use the route. The major benefit of this proposal for Staffordshire is that via a change of train at Watford Junction, travellers could reach a range of London destinations faster and more conveniently than if travelling via Euston and the London Underground network.

The County Council will continue to work the capacity issues along the North closely with the TOCs to seek Staffordshire Line between Crewe and improvements to Staffordshire’s rail Derby. This will help address the acute services. This includes working with East overcrowding which currently exists and Midlands Trains and the Crewe-Stoke-on- contribute to the provision of better Trent-Derby Stakeholder Board to address connectivity between Staffordshire and the

Page 13 East Midlands. Re-signalling along the Connectivity to Birmingham Airport varies North Staffordshire Line is planned by considerably according to where an Network Rail during the early part of CP6, individual is located within Staffordshire. which runs from 2019-2024. This will also There is currently an hourly through train facilitate the opportunity for the provision of from Stafford and Stoke-on-Trent but many earlier and later running passenger journeys from other stations within services, together with improved service Staffordshire require interchanging at provision on Sundays. The County Council Birmingham New Street. The County will work with appropriate partners to try Council will seek opportunities, wherever and bring this scheme forward for early possible, for increased through services to delivery. Birmingham Airport.

The future development of new local In seeking direct services to regional passenger services serving Tamworth and centres (Objective PR1), the County Burton upon Trent could bring greater Council supports new services that are connectivity. These services would operate proposed by open access operators (for into Birmingham Moor Street, via new example, the services by Great North chords at Bordesley and possible new Western Railway between Blackpool and stations, for example at Fort Dunlop. If London from 2018, which may include stations were to be re-introduced between calls at Lichfield Trent Valley and Birmingham City Centre and Kings Norton, Tamworth), provided these are not to the there may also be scope for through detriment of existing station stops or services to operate, for example between journey times in Staffordshire. Tamworth and Worcester. However, this scheme is intrinsically linked with the In working towards PR6, the County provision of the new route for freight Council will work with TOCs to seek services through the West Midlands via adequate provision of on board facilities Stourbridge and Walsall. It is an aspiration such that journeys can be made of the County Council to see improved comfortably and that appropriate provision connectivity for Tamworth and Burton upon is made for facilities on board including Trent, provided it does not adversely toilets and baggage storage areas, impact on rail freight and other services ensuring that these facilities are that operate along the route. appropriate for the lengths of journey being completed. Good connectivity to airports is key for Staffordshire’s economic well-being and In seeking to provide reliable, cost- hence forms one of the five objectives. effective journeys at the times passengers Access to Manchester Airport from need to travel, the County Council will Staffordshire is currently relatively poor, again work with TOCs to ensure the best with no direct services. The County possible deal for passengers in the Council, along with other local authorities county. Where there are examples of and partners, have been investigating trains not running sufficiently early or late various possibilities for the provision of a in the day to meet the needs of an area, direct service to be provided from the County Council will work closely with Staffordshire. This is also a key aim of the TOCs to understand how and when Stoke-on-Trent and Staffordshire LEP and improvements may be possible. is included within their SEP. It is also regularly cited by the Chamber of Finally, continued collaboration is Commerce as being an issue for business. essential if Staffordshire is to maximise Possible options include the extension of future improvement opportunities. Figure 8 services currently operated by both East shows how the County Council will Midlands Trains and London Midland which continue to build relationships and work in currently terminate at Crewe. partnership with relevant stakeholders and the rail industry.

Page 14 Figure 8: How the County Council will collaborate with partners and the rail industry

Collaboration

Neighbouring Local Wider Stakeholders, Authorities, including Network Rail - and Train Operating including the Local the Midlands the Long Term Companies Enterprise Connect Planning Process Partnerships Collaboration

What are the timescales for action and collaboration?

Short Term: Medium Term: Long Term: 2014-2019 2020-2030 Beyond 2030 Support and seek to maximise Lobby and work in collaboration Continue to work closely with the opportunities associated with with partners for improvements rail industry, including Network planned improvements both to the Water Orton area to be Rail and the TOCs to review and within and outside Staffordshire. undertaken within the next identify opportunities for This includes Norton Bridge Control Period (CP6: 2019- improvement to the rail services Flyover and Chase Line 2024). and the rail network. upgrade. Support Network Rail in its Long Term Planning Process – currently focusing on Route Studies, but also on West Coast Strategic Studies. Support the increased electrification of the wider rail network, including the Cross Country network. Continue to work actively with partners on the proposals for rail devolution in the North and West Midlands and any other such proposals in the future. To work with the rail industry and stakeholders to influence the provision of future rail services in Staffordshire through the re-franchising process.

Page 15 4. High Speed 2 (HS2) and HS2 Local Connectivity

What is happening now? What is expected to happen in the future? HS2 Ltd has been established by the Government to develop HS2 in response As part of the County Council’s to growing concerns in the industry commitment to secure maximum regarding the ability for the WCML and mitigation for Staffordshire and its other key north-south railways in the UK to communities, it has developed six key handle future demand for rail travel. tests against which all aspects of the HS2 project are being assessed. This Strategy Phase One of HS2 would see a dedicated specifically develops in greater detail four high speed railway from London as far of those key tests: north as Birmingham which connects into the WCML at Handsacre in Lichfield. Starting in London there would be Does the project: intermediate stations at Old Oak Common (for interchange with Crossrail services) • Provide the best opportunities to and Birmingham Interchange (for increase Staffordshire’s Birmingham Airport and the NEC). prosperity?

Phase Two forms a ‘Y’ shape from the • Provide the best opportunities for West Midlands up towards Manchester improving existing rail services, and the north-west with proposed stations especially the WCML services? at Manchester Airport and Manchester Piccadilly, and up towards Leeds and the • Provide the greatest capacity for north-east with proposed stations in the the transfer of freight from road to East Midlands, at Sheffield Meadowhall rail? and in Leeds. • Provide the best possible The preferred route for the section of opportunities for Staffordshire’s Phase Two between Fradley (where community to gain access to the Phase One joins the WCML) to Crewe existing and future National and was announced on 30 November 2015 European High Speed Passenger and is known as Phase 2a. Delivery of this Network? section of route has been accelerated and will open in 2027, six years earlier than originally planned. Published documentation suggests that:

The Government has not made a decision • There will be a new faster service on the exact route for the remainder of from Stafford Station which is to be Phase Two; this is most likely to be served by ‘classic compatible’ high announced in autumn 2016. speed trains. Such trains/services will use the high speed railway A Hybrid Bill has been deposited to from London as far north as Parliament for Phase One; once the Bill Handsacre Junction (close to receives Royal Assent, it will secure the Lichfield), at which point the necessary powers needed to construct ‘classic’ network (conventional and maintain the railway. Detailed railway) would be used. examination of the Bill is now taking place. The expected project timescales are in Figure 9.

Page 16 Figure 9: HS2 Project Timescales

2017 2027 • Submission of • Completion of • Completion of Hybrid Bill to • Anticipated • Completion of Phase 2 (full Parliament Phase 1 (to Y-shape) start of Handsacre) Phase 2a (to Construction Crewe) of Phase 1 Nov 2013 2026 2033

• Whilst the removal of long-distance Stoke-on-Trent and Macclesfield, services could potentially lead to including through classic reduced long-distance connectivity compatible trains via the on the classic network, a Handsacre Link. We understand significant amount of capacity will that HS2 Ltd is investigating this also be released on the WCML option. and ultimately other north-south routes in the UK such as the HS2 Ltd has published its initial view (The Midland Main Line and East Coast Economic Case for HS2 – PFM V4.3 – Main Line. This will open up new The Assumptions Report (HS2 Ltd) – operating possibilities, enabling October 2013) of potential service higher frequencies or new ‘through’ provision on both the new railway and the trains to destinations not currently classic network. Since that time, V5.2 has served by direct services. been published (January 2016) which updated the assumptions made regarding • Stoke-on-Trent is not shown to be service provision both on the high speed served by a classic compatible railway and on the classic network. HS2 high speed type service and there Ltd caveats this specification as it would be a reduction in the fast represents just one possible set of Inter City West Coast (ICWC) assumptions used for the business case services to 1tph (down from 2tph). modelling purposes and should not be Stoke-on-Trent therefore does not interpreted as a proposed service appear to be as well served as it is specification. This work suggests the currently, which is a cause for following service provision, focusing here concern. The County Council’s on links to London. response to the HS2 Phase Two Route Consultation suggests that • Stafford would be served by an Stoke-on-Trent should be provided hourly classic compatible service with a classic compatible service to to London, stopping at Old Oak and from London, in addition to the Common. services on the classic network. Such a service could utilise the • The Trent Valley stations of Handsacre Junction and is a Lichfield and Tamworth are shown recommendation put forward by Sir to have a new ICWC service each David Higgins in the Rebalancing hour, in addition to the London Britain Report. On 30th November Midland type service. This is a 2015, in a written statement to clear example of the high speed Parliament, the Secretary of State railway providing released capacity for Transport confirmed that he has on the classic network, and asked HS2 Ltd to explore options represents a doubling of frequency for how the route may best serve

Page 17 Initially, the suggestion was made by HS2 Ltd that there would be a single-track link between HS2 and the UK’s existing high speed railway (HS1) between London St Pancras International and the Continent, via Beyond the Channel Tunnel. However, this plan has since been dismissed and we understand that HS2 Ltd is now investigating ways of providing the UK… better links for pedestrians between the two termini in London. This means that through trains between the West Midlands and beyond are unlikely to be able to run through onto HS1 in the foreseeable future.

for the Trent Valley stations, and Rugeley Trent Valley. This is a shared helping to facilitate local travel aspiration with partners and is also within Staffordshire but also highlighted in Network Rail’s ‘Better providing more opportunity for Connections’ Report. regional or long-distance services. What are the objectives for HS2 and • HS2 Ltd’s work suggests that HS2 local connectivity? whilst some long-distance services (for example, Birmingham to As discussed earlier, while the County Leeds) would move onto the high Council remains concerned about the speed railway, long-distance impact of HS2 on Staffordshire, it is classic services would be retained committed to working to mitigate the on the Birmingham to Derby impact of the project, whilst trying to railway to serve demand for secure the best deal for Staffordshire and intermediate stations, with the its communities. potential for more stops at locations such as Tamworth and Therefore, to get the most benefit from the Burton upon Trent, in addition to HS2 project, the County Council has trains on the Nottingham to identified four specific objectives relating Birmingham/Cardiff line stopping at to HS2, which should be read in those stations. conjunction with the objectives outlined in both the passenger services and freight Finally, following the Chase Line upgrade, chapters. The objectives acknowledge the there is opportunity for long-distance need to secure classic compatible services between Birmingham and services for Staffordshire, whilst Stafford (and beyond) to use the Chase maximising the potential for improved rail Line, opening up many new journey connectivity. opportunities for stations such as Cannock

Figure 10: HS2 and HS2 Local Connectivity Objectives

Working with partners and stakeholders to mitigate the impact of HS2 on Staffordshire's environment and communities whilst maximising economic benefits

Secure Provide HS2-1: HS2-2: Make Provide classic compatible good links to HS2-3: HS2-4: greatest use of better connectivity services in the stations served by released capacity to airports county high speed trains

Objectives regarding HS2’s ability to benefit rail freight are outlined in the Rail Freight Chapter

Page 18 How should these objectives be Crewe and East Midlands Hub, realised? both for journeys to the south (towards London) and to the north HS2-1: Secure classic compatible (towards Manchester via Crewe services in Staffordshire and towards Leeds); or

The County Council understands that the • The stations which may be served Hybrid Bill will give powers to construct the either by classic compatible high railway as outlined in the deposited plans speed services or faster classic which includes the Handsacre Junction to services. the WCML. Whilst the matter of detailed service patterns will be the subject of The County Council will work with HS2 future consultation, the County Council Ltd, Network Rail and other local understands from published authorities to ensure that travel documentation that Stafford will be served connections are considered. To do this, by a classic compatible service. the County Council will need to review this work as more details emerge regarding However, in order to maximise the level of service in the future. Taking connectivity to the new high speed rail the example of Uttoxeter on the North line, the authority outlined in its response Staffordshire Line, to maximise to the Phase Two Route Consultation that opportunities for fast travel to London, the the City of Stoke-on-Trent should also be County Council’s emphasis would be on provided with a classic compatible service passengers being able to easily access which can make use of the infrastructure Stoke-on-Trent/Crewe for connecting at Handsacre Junction. Such service could services to London and the north-west. be extended to serve Macclesfield and Stockport. As outlined earlier, the It is hoped that this will include classic Secretary of State announced in compatible high speed services which will November 2015 that he has instructed offer an improvement on current journey HS2 Ltd to explore options for how classic times. For journeys to the north-west, the compatible services could serve Stoke-on- County Council’s focus will be on Trent and Macclesfield. providing better access to both Stoke-on- Trent and Crewe, allowing the use of HS2-2: Provide good links to HS2 either classic or HS2 services. stations Options for Crewe Hub station are The County Council believes that the new currently being considered by Network high speed railway should provide Rail and HS2 Ltd, with local input from opportunities for all stations in Cheshire East Council and neighbouring Staffordshire and not just the key stations authorities including the County Council. which may be served by new classic These would give the flexibility to stop compatible high speed services. To significantly more HS2 services and maximise any released capacity, the provide greater connectivity for residents County Council will try to secure fast and in the north of Staffordshire. frequent connections into stations that will be served either by dedicated high speed For journeys to the north-east, emphasis (termed ‘captive’) trains or classic will be on providing better links to Derby compatible high speed trains. To do this (for classic services) and the East effectively, the County Council will Midlands Hub in Toton (for HS2 services). consider the location of each station in the However, the County Council will review county relative to both: this work when more details regarding the proposed service specification for both the • The high speed hub stations – HS2 and classic network are provided by namely Birmingham (Curzon HS2 Ltd. This will enable the County Street), Birmingham Interchange,

Page 19 Council to decide on how best to improve additional benefits to the eastern connectivity from Staffordshire stations. side of the county.

HS2-3: Making the greatest use of HS2-4: Provide better connectivity to released capacity airports

The County Council is now working with HS2 gives the opportunity to increase the Network Rail as part of an industry level of service to and from key airports. It planning group (West Coast Main Line also aligns with Manchester Airport’s Strategic Studies) to determine the Ground Transport Plan and Birmingham optimum use for the classic network Airport’s Surface Access Strategy which following the development of HS2. The both aim to increase arrivals to their County Council will try to ensure that: respective airport by rail travel.

• The Chase Line can be used for a Over and above the aspirations outlined longer distance travel route, as earlier in this document, the County earlier mentioned, giving the Council believes that HS2 may improve possibility for services to route connectivity to airports in the following between Stafford and Birmingham ways: via one of two routes giving considerable new journey • Subject to third party funding being opportunities. For example, direct obtained, the Government services from Cannock to Liverpool supports a dedicated parkway or Manchester could be offered. station at Manchester Airport under Phase Two, creating the potential • Better frequencies are provided for passengers from Staffordshire through the Trent Valley, partly to use Crewe Hub to interchange restoring the service which existed directly between high speed rail prior to the VHF timetable in 2008. services and the airport. In addition, the released capacity on • There are additional stops at the classic network is likely to Tamworth and Burton upon Trent make service extensions, such as for long-distance services to the East Midlands Trains service which north of England. The County currently terminates at Crewe and Council envisages this being Derby, more workable. possible as a result of the demand for ‘fast’ services between the • Connectivity between Staffordshire West Midlands and East and East Midlands Airport is Midlands/north of England being currently limited, with passengers taken up by HS2. from Stoke-on-Trent and Derby interchanging at Derby for onward • The County Council has a shared services to East Midlands Airport. aspiration with partners for There are aspirations from a suburban trains to run in addition number of local authorities and to current long-distance services local rail user groups for increased between Tamworth and frequencies on this route between Birmingham Moor Street, giving Staffordshire and Derby, and if any clear benefits to Tamworth but also new services or the existing intermediate stations such as services were to continue beyond Wilnecote. The extension of this Derby, they could potentially link service further north towards directly to East Midlands Hub (west Burton upon Trent and possibly of Nottingham) and/or East Derby would provide clear Midlands Airport, providing residents of Staffordshire with much improved links to the East

Page 20 Midlands and East Midlands Birmingham Interchange, a people Airport. mover transit system is expected to provide direct access to • Earlier it was stated that Heathrow Birmingham Airport (along with Airport is relatively difficult to reach NEC and Birmingham International by train from Staffordshire, but this Rail Station). In addition, there are has the potential to be improved aspirations in the West Midlands upon following completion of HS2. for the existing Cross Country HS2 classic compatible services service between Newcastle and would stop at Old Oak Common Reading to route via Birmingham enroute to London Euston, where a International, which may offer connection with frequent Crossrail direct connections between trains to Heathrow Airport would be stations such as Tamworth and offered. Burton upon Trent to Birmingham Airport. • HS2 offers the opportunity for improved connectivity between What are the timescales for action and Staffordshire and Birmingham collaboration? Airport. For example, some high speed classic compatible services The County Council’s actions in regard to could stop at Birmingham HS2 are ongoing, and the Council will Interchange, with an estimated continue to respond as and when new travel time of 20 minutes when information is provided by HS2 Ltd. The compared to 40 minutes at Authority’s timescales and actions are set present. Upon arrival at out below:

Short Term: Medium Term: Long Term: 2014-2019 2020-2030 Beyond 2030 To ensure that the construction To ensure that the Handsacre of the Handsacre Junction and Junction and associated associated infrastructure is infrastructure is constructed. contained within the Hybrid Bill This will facilitate classic upon Royal Assent. This will compatible high speed services ensure that classic compatible serving Stafford and Stoke-on- high speed services can be Trent rail stations. provided at Stafford and Stoke- on-Trent rail stations. Work to seek assurance that Monitor capacity of the WCML capacity on the WCML will not once Phase One and Phase 2a be reduced once Phase One of HS2 become operational and becomes operational, work with the industry to try and Monitor and review rail services particularly in light of the one ensure that any impacts on following completion of HS2 and year gap between Phase One Staffordshire’s rail services are work with the rail industry to try and Phase 2a being completed. minimised. and secure improvements to During that one-year period, connectivity where required. there may be significant demand for paths north of Handsacre Junction. It will therefore be important that plans are in place in that interim period to ensure that an appropriate level of capacity can be maintained for services in Staffordshire.

Page 21 Short Term: Medium Term: Long Term: 2014-2019 2020-2030 Beyond 2030 Work with partners to review Secure funding to deliver and develop plans that improve necessary station connectivity to rail stations improvements and connectivity which are served by either improvements to stations with classic compatible services or released capacity and/or new captive high speed services. classic compatible or captive high speed services. Work to seek assurance that Monitor performance of the the WCML will not be severely WCML during construction of disrupted during the HS2 and work with the industry construction of Phase One and to ensure that journey times and Phase 2a. capacity are not negatively impacted upon. Review opportunities for Work with the industry to secure Monitor and review train service released capacity and new rail desired train service patterns patterns and secure changes as services on the classic network. that will ensure the best required. possible provision for Staffordshire.

Ensure that emerging proposals will not inhibit the growth of rail freight in the future (see Rail Freight Chapter).

Page 22 5. Rail Stations as Gateways

What is Happening Now? Stoke-on-Trent (Stoke-on-Trent, Longton and Longport rail stations) and finally one The quality of rail stations can have an rail station is located on the important effect on enabling growth of an Derbyshire/Staffordshire border which area due to their role as gateways into serves the residents at Tutbury and towns and cities. Hatton. However, residents use many more in surrounding areas. Figure 4 on The experience of arriving at an area by page 8 shows the location of rail stations rail can greatly affect people’s perception in Staffordshire and Stoke-on-Trent. of an area. Poorly designed, rundown buildings and their hinterland can have a All stations are classified into six negative impact. categories (A-F) based on passenger footfall and income. This classification is “A high quality, well designed used by Network Rail to manage asset condition, maintenance, renewals and for station can improve the image of prioritising passenger enhancements. the location it serves, making it more attractive as a place to live, Staffordshire currently has: work and invest” (Steer Davies • Two ‘C’ class stations Gleave, The Value of Station • Two ‘D’ class stations • Three ‘E’ class stations Investment, 2011) • Thirteen ‘F’ class stations

As rail stations are often the first place that It is widely recognised that classes of visitors and businesses see when they station at category ‘C’ and below fall short enter Staffordshire by rail, they need to be of the average satisfaction level. Due to welcoming, give good first impressions, be earlier franchise processes, many stations functional and give passengers all the have now become dependent upon information they need in an easy and funding opportunities such as the National accessible way for them to continue their Stations Improvement Programme (NSIP) journey. and the Access for All Funding. In recent years investment through these funding Staffordshire currently has nineteen streams has been used to improve a operational rail stations and three stations number of rail stations in Staffordshire. that are non-operational (Barlaston, These improvements have been wide Wedgwood and Norton Bridge rail ranging and examples are included in stations) and are served by a rail Table 3 below. replacement bus service. A further three stations which serve the residents of North Staffordshire are located within the city of

Table 3: Recent Improvements made to Staffordshire Rail Stations

Station Improvements

Glazing of stairwells and platform waiting areas to help with weatherproofing, CIS installation on platforms, CCTV and lighting Tamworth improvements, redecoration of concourse and booking hall, new access built to the lift on Platform 1, increased car parking and additional cycle provision.

Page 23 Landywood Cannock Replacement of platform shelters with induction loops, provision of new Hednesford CCTV systems, installation of station entrance artwork and various building Rugeley improvements. Town Removal of asbestos in station buildings, improved lighting to station Burton upon buildings, modernisation of station buildings at both street level and Trent platform level, refurbishment of waiting room, staff office and toilets, (Tranche 1) including a new fully accessible toilet at platform level. The provision of a new station building to provide a new ticket office, Lichfield waiting room and information facilities for customers together with a new Trent Valley 120 space car park. Provision of an individual garden and waiting area called Uttoxeter Station Heritage Garden, the provision of an accessible footbridge, cycle storage, Uttoxeter passenger waiting facilities, CCTV, CIS, permanent station mural and welcome sign. Improvements to the ticket hall and foyer, increase in the number of fast track ticket machines, increase in the size of the waiting room on platform Stafford one, an improved retail offer and improved customer services through the installation of a welcome desk, a new customer service desk and the removal of glass barriers from the ticket enquiry desks.

What is Expected to Happen in the improvements to be made to the station Future? environment, and include such things as improved access to the station, improved The demand for rail travel is only expected waiting facilities, additional car parking, to keep on increasing significantly and and stations being made fully accessible. therefore rail stations risk becoming a victim of their own success. In addition, “Successful railway station will many stations do not meet today’s passenger needs and expectations. add to the passenger experience social and environmental benefits In 2014/15 over 10.3 million of rail. Integration with other passengers used rail stations in modes and the surrounding area Staffordshire and station growth can provide for an end-to-end increased by 74% between journey experience that makes 2006/07 and 2014/15 compared sustainable transport an to 45% nationally. attractive alternative to private vehicle usage” (Network RUS: A detailed assessment of the quality of Stations, Network Rail) passenger facilities currently available at all of Staffordshire’s rail stations has been Network Rail’s Stations Route Utilisation undertaken to help target future Strategy (RUS) demonstrates the need for investment. This assessment is available continued investment in our rail stations. in the suite of technical documents at Significant investment to upgrade a www.staffordshire.gov.uk/transport/transp number of Staffordshire’s rail stations is ortplanning/localtransportplan/railstrategy. already planned for delivery during Control aspx Period 5 (2014-2019). Table 4 describes these planned works in greater detail. This assessment has identified a number of stations within Staffordshire that require

Page 24 In addition to these planned investments, more closely with local communities to a number of further gateway achieve common goals. DfT strongly improvements have been identified for supports the expansion of community rail Staffordshire’s stations and these are partnerships as they help to get better shown on Figure 14, page 32. value for money from the rail network. The County Council is a member of the North However, in order to maximise the Staffordshire Community Rail Partnership investment opportunities available for rail and strongly supports the expansion of stations, the County Council will need to such partnerships. In addition, the County work closely with the rail industry and Council will continue to support and work partners whilst seeking innovative ways of in partnership with the North Staffordshire delivery, for example through community Community Rail Partnership to build on rail partnerships and rail devolution. the successes the Partnership has already Community rail partnerships are grassroot achieved. organisations which link local railways

Table 4: Planned Investment at Staffordshire Rail Stations

Scheme Description Rail Station as Gateways Objectives RS1 RS2 RS3 RS4 RS5 Lichfield Lichfield Trent Valley Rail Station was Trent Valley successfully nominated for Access for All Access for Funding to deliver a scheme during CP5 All (2014-2019) that will make the station fully    accessible to all passengers.

Kidsgrove A successful joint bid was submitted for Rail Station Access for All Funding to deliver a scheme Regeneration during CP5 (2014-2019) that will make the station fully accessible to all passengers. This is part of a wider jointly funded regeneration scheme which will provide improved    passenger facilities, additional car parking and help realise the aspiration of Kidsgrove becoming a transport hub.

Access to Successful bids for Local Sustainable Jobs, Transport Funding and Local Growth Funding Training and were submitted to DfT and the Local Services in Enterprise Partnership. This project will help Tamworth build upon the NSIP work already completed at Tamworth Rail Station and will deliver forecourt improvements, enhanced signage and lighting and information maps, the    expansion of pedestrian areas, improved footways and crossings and public realm in the vicinity of the station. Connectivity between the rail station and the town centre will also be improved along with targeted rail marketing. This is part of a much wider sustainable connectivity project.

Page 25

What are the Objectives for Rail Stations?

Figure 11: Objectives for Rail Stations

RSG5: Seek RSG1: Develop innovative and : Provide RSG4: Provide consistent Provide RSG3 alternative ways to RSG2: high quality stations better connectivity standards with all stations that are improve the quality with suitable to the rail network, stations in fully accessible and of Staffordshire's passenger waiting e.g. through the re- Staffordshire being easily accessed by rail stations, e.g. facilities and other opening or awarded 'secure sustainable through rail appropriate development of stations' transport. devolution and amenities. new rail stations. accreditation. community rail partnerships.

RSG6: Collaborate with the industry and relevant stakeholders.

There are five core objectives for rail alternative ways will need to be sought. stations in Staffordshire, all of which are The County Council is already underpinned by the need to collaborate successfully working in partnership with with the rail industry and relevant the rail industry, stakeholders and the stakeholders. These objectives recognise North Staffordshire Community Rail the importance that rail stations play in a Partnership to deliver the Kidsgrove passenger’s journey and how they should Transport Hub. be welcoming, functional, accessible and safe. Developing consistent standards for How should these objectives be stations in Staffordshire will help to ensure realised? that the county’s rail stations positively add to a passenger’s experience whilst The County Council will continue to supporting the economic, social and support and work in partnership with the environmental benefits that rail brings. rail industry regarding improvements to rail stations in Staffordshire. Improvements to Achieving secure stations accreditation stations that are located outside of will help to ensure the provision of a safe Staffordshire may also bring potential railway environment for passengers and wider benefits to the county. For example, station employees by reducing crime and capacity improvements at a rail station disorder and help increase public located outside Staffordshire may mean confidence. This is especially the case at that an aspiration to extend a service from stations that are currently unstaffed. Staffordshire would be able to be accommodated. In addition, many of Providing opportunities for better Staffordshire’s residents also use rail connectivity to the rail network, for stations that are located outside of the example through the re-opening or county. For these reasons the County development of new rail stations, Council will support station improvements recognises the aspirations for more people that may bring wider benefits to to be able to easily access the rail Staffordshire. network. This includes improving accessibility to the rail network between The County Council will also continue to Stafford and Stoke-on-Trent. work closely with Network Rail and Government to ensure Staffordshire’s Objective RSG5 recognises that in order aspirations for its rail stations are to be able to successfully deliver value for recognised within their Long Term money solutions, innovative and Planning Process. This will help to ensure

Page 26 that Staffordshire’s stations are planned proposals will include the examination of for and fit for purpose in the long term. alternative rail station delivery models. Stations are being considered within individual route studies. The County Council will continue to work closely with Station Facility Operators to Identifying innovative and alternative identify improvements and take advantage solutions to deliver improvements to of relevant national and local funding Staffordshire’s rail stations is essential if opportunities wherever possible. The funding is to be maximised and value for County Council will also work to ensure money achieved. The County Council that projects that do receive funding are recognises the benefits from community successfully delivered. The County rail partnerships and sees the North Council is currently working closely with Staffordshire CRP as an example of good partners including East Midlands Trains, practice which it would like to emulate Network Rail and North Staffordshire CRP elsewhere. Such stations that may benefit to deliver the regeneration project at from a community rail partnership Kidsgrove Rail Station. approach include Stone, Codsall, Bilbrook and rail stations along the Chase Line. Finally, if the County Council is to achieve its aspirations for rail stations in The County Council is also working in Staffordshire, continued collaboration is partnership on proposals for rail devolution essential and the County Council will in the North and also in the West continue to build upon existing Midlands. In the West Midlands, relationships and build new ones to Staffordshire is working in partnership with maximise rail station investment. 13 other local transport authorities and its

What are the Current Timescales for Action and Collaboration?

Short Term: Medium Term: Long Term: 2014-2019 2020-2030 Beyond 2030 Work with the rail industry and Work with partners and the rail Continue to work closely with the partners to establish consistent industry to encourage business/ rail industry, including Network standards for rail stations in community use of unused station Rail and the TOCs to review and Staffordshire. buildings to breathe vitality back identify opportunities for into Staffordshire’s stations. improvement to rail stations. Support Network Rail in its Long Support the rail industry and Term Planning Process – partners in identifying future currently focusing on Route suitable access to the rail Studies and West Coast network, e.g. through the re- Strategic Studies opening of stations or the development of new stations where there is a clear business case and scope for those stations to be served by at least an hourly train service. Work with the rail industry, Government and partners to ensure wherever possible that Staffordshire’s rail stations are accessible, have suitable waiting facilities and other appropriate amenities. Continue to work actively with partners on the proposals for rail devolution in the North and West Midlands and any other such proposals in the future. Work with the rail industry and stakeholders to influence the quality of rail stations in Staffordshire through the re-franchising process. Work with the rail industry towards all rail stations in Staffordshire being awarded ‘secure stations’ accreditation. Work with the rail industry and partners to identify innovative and alternative ways for improving the quality of Staffordshire’s rail stations, e.g. through community rail partnerships Work with the rail industry and partners to identify and take advantage of any funding opportunities that improve Staffordshire’s station offer, e.g. through Access for All, Local Growth Fund and NSIP.

Page 27

6. Rail Freight

What is Happening Now? in recent years has been Rugeley Power Station, which is served by freight trains Rail freight plays a crucial role in the UK from a number of UK ports. Figure 12 economy and, since privatisation in the shows the key rail freight routes and 1990s, has grown significantly. Network terminals that affect Staffordshire. In Rail’s Freight Market Study shows that the addition to those facilities shown on the amount of freight moved by rail, measured plan, there are a number of smaller rail in tonne kilometres, has grown at around freight terminals in the county which 2.5% per annum. It recognises that Great generate rail freight, including but not Britain has become an economy which limited to an intermodal terminal in Burton imports a wide range of goods, much of upon Trent and a clay terminal in Stoke- which comes through the major ports. on-Trent.

Rail freight has performed well during the What is Expected to Happen in the recent recession, with a continued Future? increase between 2009 and 2012. The Market Study includes demand forecasts on a 10, 20 and 30 year There has been a planning horizon, with forecasts by sector considerable increase in the import of goods through the provided for 2023, 2033 and 2043. major ports, with handling of Network Rail acknowledges forecasting these goods dominated by freight demand is complex and can often containerisation be based on broad global and national trends in the economy, where costs of Traditional bulk transport on the national railway network markets for rail, such may not be the primary driver of industrial as domestically produced coal and decision making. steel production, have diminished substantially The expected change per annum in the overall rail freight market, in The WCML, passing through tonne +2.9% Staffordshire, is a busy mixed use railway, kilometres, handling a large number of freight to 2043. This per annum movements each day, most of which pass mainly reflects growth in the intermodal through the county enroute to destinations and biomass sectors but takes account of elsewhere. The Birmingham to Derby a long-term decline in coal traffic. corridor is the other key route within Staffordshire for rail freight flows. With trains to terminals such as Hams Hall, What are the Objectives for Rail Birch Coppice, Crewe Basford Hall and Freight? Kingsbury (all of which are located outside Staffordshire but are nonetheless Rail freight is more environmentally important sources of freight close to the friendly than moving goods by road. Per county) using this part of the network, it tonne conveyed, rail freight produces 76% puts a strain on the capacity of the less carbon dioxide than road freight, with network in Staffordshire. The largest each freight train potentially taking 60 generator of rail freight traffic in the county HGVs off the road network. The County

Page 28 Council advocates supporting existing rail benefit to the county or the wider regional and freight flows and encouraging new economy. The County Council’s objectives ones where they can provide a clear are identified in Figure 13.

Figure 12: Key Rail Freight Network and Terminals

Page 29 Figure 13: Rail Freight Objectives

RFO2: Continue to provide RFO3: Provide appropriate RFO1: Maximise the reliable, conflict-free access facilities for the handling of opportunities associated with for freight operators locally, freight, ensuring freight can HS2 and the released regionally and nationally, be unloaded and loaded at capacity it provides recognising the importance of suitable locations in the 'transit' flows in the county county

Collaborate with the industry and neighbouring authorities

How should these Objectives be Y-shaped network could offer some Realised? capacity relief for the busy railway between Birmingham and Derby and RFO1: Maximise the opportunities reduce stress on the M42 and A38 associated with HS2 and the released corridors. HS2 could provide the capacity it provides opportunity for more new rail freight terminals to be located in or close to the The County Council is committed to county on the classic network. working to mitigate the impact of HS2, whilst trying to secure the best deal for As outlined earlier in the Strategy, the Staffordshire and its communities. This preferred route for the section of Phase includes ensuring economic growth. Two between Fradley (where Phase One joins the WCML) and Crewe was In broad terms, the transfer of most fast announced on 30th November 2015 and is services, such as those operated by Virgin known as Phase 2a. Delivery of this route Trains to the high speed railway, offers section has been accelerated and will opportunities for rail freight not only in open in 2027, six years earlier than Staffordshire but in counties along the originally planned. The provision of a high whole length of the WCML and beyond. speed railway as far north as Crewe by 2027 should ensure that the benefit of the The western arm of the Y-shaped network new railway in terms of providing has the opportunity to provide additional additional capacity for rail freight on the capacity for freight services to run on the classic network is provided earlier than the WCML, which in turn will reduce the stress original date of 2033. on the parallel M6 Motorway (and M6 Toll) through the county, which carries a large A new industry planning group, led by number of HGVs. The eastern arm of the Network Rail, has been launched to consider optimal uses for track capacity on Potential Benefits of HS2 on Rail the classic network, including the WCML Freight through Staffordshire. The County Council is involved in these discussions to ensure that Staffordshire’s aspirations are Relief for Relief for Increased parallel met. existing opportunity for highway railway routes new freight routes such as such as the terminals to be the M6, M42 WCML developed and A38

Page 30 RFO2: Continue to provide reliable, Midlands is often cumulative, in that one conflict–free access for freight project may strengthen the business case operators locally, regionally and for an improvement elsewhere, and so on, nationally, recognising the importance requiring an ‘holistic approach’. It is for this of ‘transit’ flows in the county reason that many of the improvements outlined below relate to the wider West The County Council supports measures to Midlands area and beyond. The County improve the throughput of rail freight Council strongly supports the across Staffordshire and the wider West Government’s ongoing investment in the Midlands. When considering Strategic Freight Network, which includes improvements, the benefit to the railway a number of routes through Staffordshire. across Staffordshire and the wider West

Improvement Importance to Staffordshire

The Norton Bridge Flyover (for completion by 2017) will provide capacity for Norton Bridge additional services to run on the WCML by removing a major of conflict which Flyover and currently exists. Other improvements include the raising of the speed limit on Stafford Area

the slow lines (now 100mph) and upgrades to the signalling in the Stafford area Improvements and provision of a new loop for use by freight trains.

The upgrade of this route (for completion by December 2017), including electrification and line speed increases, provides another fully electrified route Chase Line for freight between the Birmingham/Walsall area and the WCML, opening up Upgrade new operating possibilities. Rugeley Power Station is located just off this route. The upgrade of this route is very important for Staffordshire.

Within Staffordshire Within A switch from diesel to electric traction for freight operation can bring about either accelerated services or the possibility for longer/heavier services, or a Electrification combination of these. The Birmingham to Derby Railway, passing through the east of the county, is likely to be electrified as part of the wider Cross Country electrification; a scheme we strongly support.

The strategically important railway in this area is heavily trafficked and there are Water Orton a number of conflicting movements. HS2 may offer some relief, but even then, Area there would be a large number of trains in the area. The County Council Improvements continues to support this scheme and the need for it to be introduced as soon as possible, preferably in CP6 (2019-2024).

Centro has proposed the development of a West Midlands Strategic Freight Corridor from Stourbridge through to Lichfield via Walsall, some of which is Stourbridge to already used by freight trains. This would act as a new corridor for freight Lichfield through the West Midlands and Staffordshire, offering capacity relief at a number of locations. We share Centro’s aspiration for developing the route in this way.

Regional/National This project will see the route between the West Midlands and Southampton electrified. The benefit of this project to Staffordshire is that some freight services which currently pass along the WCML may be suitable to switch to electric haulage, providing clear environmental benefits but also greater Electric Spine capacity for the railway, allowing longer or faster trains to be operated. Electrification between Felixstowe and Nuneaton would provide similar opportunities for Staffordshire and the WCML in the county. We support wider electrification schemes such as these, allowing better use of available capacity.

Page 31 RFO3: Provide appropriate facilities for Hall (Cheshire). Another important site is the handling of freight, ensuring freight Lawley Street, close to Birmingham City can be unloaded and loaded at suitable Centre. locations in the county A study commissioned by a number of The largest generator of existing rail local authorities has confirmed that there freight in Staffordshire is Rugeley Power is a ‘mis-match’ in the West Midlands Station, but a recent announcement has between supply and demand. The confirmed the facility will be closing in implications for the West Midlands will be 2016. The County Council’s priority is to an inability ensure that rail continues to be the “There is a mis- to attract preferred solution for the movement of invest- freight to and from this facility until its match in the West ment and closure, particularly as the products it Midlands between an inability requires e.g. coal, oil and gypsum, are to compete especially suited to rail. supply and with other demand” (URS, areas, The County Council supports the including continued development and success of 2012) the East the Strategic Freight Interchanges in the Midlands and North West. For this reason, West Midlands, including Hams Hall Staffordshire will need to support suitable (Warwickshire), Birch Coppice developments as opportunities arise. The (Warwickshire), Telford International County Council is aware of the following (Shropshire), Daventry proposals being developed by promoters. (Northamptonshire) and Crewe Basford

Pentalver Already a road-based logistics centre, this site is seeking a rail connection to the Chase Line. We support the movement of goods to and from Cannock by rail and (Cannock) will work closely with Cannock Chase Council in enabling this facility to be developed. Kilbride This site is located just off the railway between Wolverhampton and Stafford. A study by consultant URS suggests that there could be considerable job creation (Four associated with this site and that there could be scope to reduce HGV Ashes) movements on the M6 Motorway. Support for this proposal is not currently confirmed by the local authorities. Moorland & A possible new source of rail freight is that proposed by the Moorland & City Railway. The first phase of the proposal is the re-opening of the line from City Railway Cauldon Lowe to Stoke-on-Trent, to allow the transporting of cement and (Cauldon aggregates from Lafarge/Tarmac sites at Cauldon Lowe. We support this development in principle, provided the benefits can be proven in a business case. Lowe) The railway also has aspirations for new passenger train services to destinations such as Leek. Etwall This is another new intermodal facility planned to be located close to Derby, adjacent to the Stoke-on-Trent to Derby Railway. Provided it does not adversely (Derbyshire) impact services operating into Staffordshire, we support this aspiration on the basis that it should remove HGV trips from the wider region’s highway network. Gauge clearance and re-signalling works are being undertaken on the North Staffordshire Line to enable more trains and larger freight wagons to be operated.

th East The Secretary of State granted development consent for this application on 12 January 2016. The site is north of East Midlands Airport in Leicestershire. The Midlands site is being promoted by, and would be developed by, Roxhill (Kegworth) Gateway Limited. The facility is expected to comprise large-scale warehousing together with an intermodal rail freight interchange. The rail element would be linked to the Freight existing Castle Donnington Branch freight line. Interchange

Page 32 What are the timescales for action and collaboration?

The actions have been categorised into the short, medium and long term. Some of the actions are ongoing and span all of these time periods.

Short Term: Medium Term: Long Term: 2014-2019 2020-2030 Beyond 2030 Continue to ensure that the As the high speed railway moves Work to seek assurance that the emerging timetable for the towards Phase 2, ensure that rail WCML will not be severely classic network offers the freight continues to be central to disrupted during the construction considerable opportunities which any discussion regarding of Phase One and Phase 2a of rail freight deserves, including released capacity and its use on HS2. the necessary access to existing the classic network. and potential terminal facilities. Work to seek assurance that capacity on the WCML will not be reduced once Phase One becomes operational, particularly in light of the one-year delay between Phase One and Phase 2a being completed. During that Lobby for improvements at Continue to identify pinch points one-year period there may be Water Orton, which will have on the network which may inhibit significant demand for paths wider benefits for a number of the development of rail freight in north of Handsacre Junction. It routes in Staffordshire. the longer term. will therefore be important for plans to be in place during that interim period to ensure that an appropriate level of capacity can be maintained for freight services in Staffordshire. Support interventions already planned such as the Norton

Bridge Flyover (completion 2017) and Chase Line Upgrade. Work with the industry as a whole to deliver the best outcomes for Staffordshire, ensuring that released capacity on the classic network can be used for rail freight. Support electrification of the wider rail network, including the Cross Country network which includes the network between Birmingham and Derby. Work with scheme promoters and freight operating companies to support credible opportunities for increasing flows of rail freight, particularly when there will be determinable reductions in highway goods movements as a result. The County Council will also work collaboratively with neighbouring authorities to ensure that their rail freight aspirations can be achieved, for example the new site at Etwall, Derbyshire, and the numerous freight facilities in the West Midlands.

Page 33 7. Making It Happen

The County Council has limited influence The County Council whilst having limited over the delivery of rail improvements and, resources to deliver rail improvements, therefore, it will be necessary to continue brings together this fragmented industry to build relationships and work in acting as the voice of Staffordshire, partnership with the rail industry, local lobbying and influencing wherever stakeholders, Network Rail, Government possible and appropriate. The County and other partners to deliver the objectives Council is also committed to maximising contained within this strategy. any funding opportunities that become available to invest in rail improvements for Staffordshire County Council is already Staffordshire. engaged in a number of key workstreams and projects. These include: To be able to do this effectively it is essential for the County Council to be able • Network Rail’s Long Term Planning to clearly articulate Staffordshire’s Process. priorities for investment which must be • Network Rail’s West Coast Strategic meaningful and deliver the objectives of Studies. this Strategy. • The North Staffordshire Community Rail Partnership. This Chapter, therefore, identifies priorities • Funded service enhancements on the for rail investment under the following Chase Line. headings: infrastructure, passenger • Delivering Kidsgrove Rail Station services, rail stations and rail freight Interchange. (pages 33-38) whilst categorising them • Midlands Connect. into short (2014-2019), medium (2020- 2030) and long term (beyond 2030) • Northern Gateway Development priorities for delivery. This chapter also Zone. identifies: • Electrification and line speed

enhancements on the Chase Line. • why investment in a particular priority • Access for All at Lichfield Trent Valley is required; Rail Station. • how each priority will be delivered; • Continuing to support local • the improvements that each priority stakeholders affected by the HS2 will realise; and project whilst maximising economic • benefits. which of the objectives each priority achieves. • Preparing and submitting funding

bids. Figure 14 on the next page brings together

all of these priorities for investment into an The County Council is also a member of overarching diagram. both Rail North Ltd and West Midlands

Rail Ltd who are each respectively

working towards the devolution of rail services in the North of England and in the West Midlands. Further information regarding the individual devolution propositions is available from the following websites: www.railnorth.org and www.westmidlands.com .

Page 34 Figure 14: Priorities for Rail Investment in Staffordshire

Page 35 INFRASTRUCTURE Which objectives When can we expect delivery? What are the opportunities and where could How will the improvements be What improvements will these bring and why are they required? do they work Short (2014-2019), Medium (2020-2030) or they be introduced? delivered? towards? Long Term (Beyond 2030) The County Council supports the electrification Electrification can facilitate: The County Council will work with the rail PR2 Term

of a number of routes (allowing electric trains industry through the long-term planning PR3  to be operated): Reduced journey times process to ensure that these schemes PR4

 Increased reliability of rolling stock and journeys are included in future business plans. PR6  

Cross-Country network (including Reduced impacts on the environment PR7 Short Medium Long Birmingham to Derby Line)  Additional station stops to be added, supporting our aspirations for The County Council will also work with HS2-3    Chase Line greater calls at some locations in the county partners and stakeholders, for example RF01 Cross-Country network   Wolverhampton to Shrewsbury Line though Midlands Connect to lobby RF02 Chase Line    North Staffordshire (Crewe to Derby) Line There are also a number of benefits for rail freight, including facilitating relevant bodies and Central Wolverhampton to Shrewsbury Line  Lichfield Trent Valley to Wychnor Junction longer and faster (or a combination of the two) services to be operated. Government. North Staffordshire Line    Electric Spine (electrifying between Lichfield Trent Valley to Wychnor Junction   Southampton and Nuneaton/Milton Electric Spine    Keynes) – to facilitate electrically hauled freight to and from the port The County Council supports the increase of The improvements can allow for: As above, the County Council will work PR1 Term

capacity/line speeds and re-signalling on a with the industry to ensure these PR2  number of routes or at specific locations: Reduced journey times, giving rise to considerable economic benefits schemes are included in future business PR3

for the West Midlands area plans, lobbying with partners and PR6  

North Staffordshire Line Increased frequencies of service (and additional flexibility in regard to stakeholders where appropriate. PR7 Short Medium Long  Chase Line stopping patterns) HS2-2    Lichfield Trent Valley to Wychnor Junction  Increased reliability of services, particularly where constraints or HS2-3 North Staffordshire Line   Wolverhampton to Shrewsbury Line bottlenecks on the network are removed RF01 Chase Line   Stafford area – including the Norton Bridge RF02 Cross City Line (south of Lichfield) Flyover currently being constructed RR03 Lichfield Trent Valley to Wychnor Junction    Water Orton area Wolverhampton to Shrewsbury Line  Stafford area (including Norton Bridge)  Water Orton area  The County Council will seek to maximise any  The provision of a junction between HS2 and the WCML at Handsacre The County Council will work with HS2 HS2-1 Term*

potential opportunities associated with HS2, Junction will enable classic compatible services to be operated in Ltd, along with the Industry Planning HS2-2

both from the high speed railway and also any Staffordshire – for example serving Stafford Group, Network Rail and Central HS2-3 released capacity on the classic network  Other infrastructure improvements may be required to ensure that Government to facilitate the best HS2-4

through: classic compatible services can be operated through Staffordshire, possible outcome for Staffordshire, both PR1 Short Medium Long such as removing potential conflicts with existing service patterns at in terms of classic compatible HS2 PR2    Provision of a junction between HS2 and locations such as Colwich Junction services and improved service provision PR3 Handsacre Junction    WCML at Handsacre Junction  Infrastructure improvements may be required to provide good access on the classic network. PR5 Supporting infrastructure works  Engineering works to support classic from existing stations into either the stations served by classic PR6 compatible running through Staffordshire compatible HS2 services or the HS2 hub stations PR7 *It is difficult at this stage to pinpoint exact timescales for the  Infrastructure improvements to improve RF01 works associated with HS2 and hence they are all shown as connectivity to both HS2 hub stations and RSG4 covering the short, medium and long term HS2 classic compatible stations such as Stafford and potentially Stoke-on-Trent Provided that there are robust business cases,  Moorland & City Railways proposes to introduce freight services The County Council will support in PR1 Term

the County Council supports in principle the re- between quarries at Cauldon Lowe and the national railway network at principle Moorland & City Railways’ RF01

opening of the following routes to permit freight Stoke-on-Trent. This would serve to reduce the strain on the highway proposal to develop freight services, RF02 trains to operate: network leading to considerable environmental benefits over road provided the benefits can be proven in a RF03

haulage robust business case. Short Medium Long  Moorland & City Railways route for freight  The Stourbridge to Walsall/Lichfield route is a strategically important    between Cauldon Lowe and Stoke-on- proposal to allow for increased freight capacity across the West The County Council supports the Moorland & City Railways (Freight)   Trent Midlands. Specifically, the scheme is intrinsically linked with the development of the strategically Stourbridge to Walsall/Lichfield (Freight)  Stourbridge to Walsall/Lichfield route for provision of new passenger services on the Birmingham to Derby Line important Stourbridge to Walsall/ freight (see next table for details) Lichfield route, given the considerable opportunities for stations in Staffordshire. The County Council will collaborate with neighbouring local authorities regarding this scheme.

Page 36 PASSENGER SERVICES

What are the opportunities and where could What improvements will these bring and why are they required? How will the improvements be Which objectives When can we expect delivery? they be introduced? delivered? do they work Short (2014-2019), Medium (2020-2030) or towards? Long Term (Beyond 2030) The County Council supports the introduction The benefits to Staffordshire vary by scheme: All three of these large schemes are PR2 Term of large strategic schemes on the railway already under-way and hence are PR3  network which will bring considerable benefits The Northern Hub – the scheme provides a step change in the level of marked as short term in the delivery PR4 to Staffordshire, including capacity in the Manchester area and, given the large number of column. The County Council will support PR6

journeys made from Staffordshire into Manchester, the scheme could the delivery of these schemes and PR7 Short Medium Long  The Northern Hub in Manchester offer significant benefits for the region provide support for similar opportunities/ HS2-3   East-West Rail  East-West Rail – the new railway may offer faster journeys for both changes of national importance in the RF01 Northern Hub    Crossrail passengers and freight to and from the South of England, through future. RF02 East-West Rail  avoiding the need to travel via the Birmingham area Crossrail  Crossrail – whilst this scheme is a considerable distance from Staffordshire, it may offer faster journeys into central London if Crossrail incorporates WCML suburban services in the future

The County Council supports the introduction There are many different benefits to running electric rolling stock over The County Council will work closely with PR1 Term of electric train services on routes which are diesel rolling stock. The key benefits were outlined in the infrastructure the train operating companies to ensure PR2

electrified. This is particularly topical given the table but, in general terms, electric rolling stock provides the opportunity that, where possible, rolling stock is PR3 considerable increase in the size of the for faster, more environmentally friendly journeys. The greater matched to the route it is being operated PR4

electrified route network which is planned. acceleration and deceleration of electric rolling stock can allow for more on. We do appreciate the complexity of PR6 Short Medium Long trains to be operated on a route, and can facilitate increased numbers of this issue however and the large number PR7  A clear example would be the introduction of station calls. of parties involved, particularly at a time Chase Line    electric trains to operate on the Chase Line when a large number of rolling stock Other similar opportunities as they arise between Rugeley Trent Valley and the As more of the national railway network becomes electrified, the cascades are occurring nationally. Birmingham area, upon completion of the opportunities for using electric traction for longer journeys will increase Chase Line upgrade (which includes significantly. electrification and line speed increases).

The County Council supports increased  The North Staffordshire Line is currently served by hourly services All such changes to services will require PR1 Term service frequencies at certain locations where only, but there are significant overcrowding issues at certain times of close working between the County PR2

more frequent services would give rise to the day. We support any improvement of services on this route which Council and the Train Operating PR3 considerable economic benefits. These could include the provision of ‘semi-fast’ services in addition to the Companies. PR5

include: hourly stopping services, plus provision of earlier and later trains PR6 Short Medium Long  Tamworth and Burton upon Trent are currently served by long- PR7    The North Staffordshire Line distances between Nottingham and Birmingham/Cardiff, but only by HS2-4 North Staffordshire Line    The provision of additional stops for long- services every other hour to and from the North-East of England, Tamworth/Burton additional stops   distance services at Tamworth and Burton which limits long-distance opportunities or necessitates a change of Chase Line upon Trent train at Derby. Note the opportunity below for new services to operate Shrewsbury to Birmingham Line      Chase Line on the Birmingham to Derby Line Connections to Birmingham Airport  Shrewsbury to Birmingham Line  The Chase Line is currently served hourly off-peak on Mondays to  Connections to Birmingham Airport Fridays between Walsall and Rugeley Trent Valley, but services run half-hourly on a Saturday. We would support a half-hourly service operating off-peak at all times Monday to Saturday which would also offer improved connections from Stafford to stations on the Chase Line  The Shrewsbury to Birmingham Line is currently served by an hourly fast service operated by Arriva Trains Wales and an hourly stopping service operated by London Midland calling at Codsall and Bilbrook (half-hourly in the peak period). We would support any improvements to service frequencies and calls at intermediate stations to improve connections to the West Midlands, Telford and Shropshire  Staffordshire currently has only one train per hour direct to Birmingham Airport. We would support the introduction of other direct services from Staffordshire to Birmingham Airport

Page 37 PASSENGER SERVICES

What are the opportunities and where could What improvements will these bring and why are they required? How will the improvements be Which objectives When can we expect delivery? they be introduced? delivered? do they work (Short (2014-2019), Medium (2020-2030) or towards? Long Term (Beyond 2030) The County Council supports the introduction  There are currently no direct trains between any railway station in As above, changes of this nature require PR1 Term of new service types where there are clear Staffordshire and Manchester Airport. This could be achieved through close working between the County PR2

benefits to the area, including: the extension of services which currently terminate at Crewe, for Council and the Train Operating PR5

example the London Midland service from London Euston or the East Companies. PR6 

Direct services to Manchester Airport Midlands Trains service from Derby PR7 Short Medium Long  New suburban services on the Birmingham  New services on the Birmingham to Derby Line, possibly serving new    to Derby Line, serving Tamworth and stations in North-East Birmingham (for example Fort Dunlop), would Direct service to Manchester Airport   possibly Burton upon Trent enable more frequent journeys into the West Midlands Conurbation Birmingham to Derby Line new services    New services linking Lichfield Trent Valley and greater connectivity within Staffordshire. If services continue Lichfield to Burton services   and Burton upon Trent beyond Birmingham (for example to Worcester), then new ‘through’ Chase Line service extensions  Direct services on the Chase Line to journey opportunities may be created North Staffs Line Nottingham extension     Stafford and beyond  New links from Lichfield to Burton (and beyond) utilising an existing North West Connectivity  Direct services from the North rail line would offer greater connectivity from Staffordshire to the East Staffordshire Line to Nottingham Midlands  Improved connectivity to the North West  Extending services on the Chase Line from Rugeley through to and Scotland Stafford and potentially beyond will offer improved connectivity for passengers along the Chase Line and restore a through link that was lost a few years ago. With the electrification of the Chase Line there could be options to extend services further north from Stafford offering new journey opportunities  Providing through trains from the North Staffordshire line to Nottingham will offer greater connectivity from this line to the East Midlands and restore a link which was lost a number of years ago  Other than Manchester and Liverpool, Staffordshire has poor connectivity to the rest of the North West and Scotland. We would like to see better connectivity to services north of Crewe to Warrington, Preston and Scotland It is essential that potential opportunities  With the provision of a junction between WCML and HS2 at The County Council will work with HS2 HS2-1 Term associated with HS2 are maximised through Handsacre Junction (see infrastructure table), there is scope for Ltd, along with the Industry Planning HS2-2

ensuring that there are: classic compatible services to operate onto WCML routes through Group, Network Rail and Central HS2-3

Staffordshire and serve Stafford and Stoke-on-Trent, for example, Government to facilitate the best HS2-4 

Classic compatible services serving giving significantly reduced journey times to London possible outcome for Staffordshire, both Short Medium Long Staffordshire stations  There are many possible uses for released capacity on the classic in terms of classic compatible HS2     Robust and appropriate plans for use of network in the county, including a variety of new service opportunities. services and improved services on the Classic compatible services    freed up capacity on the classic network in One example would be new ‘through’ services on the Chase Line to classic network to connect to HS2. Best use of the classic network Staffordshire Stafford and beyond The County Council supports the introduction  The majority of services on the North Staffordshire Line are currently As above, changes of this nature require PR4 Term of additional units on some lines to help operated using single carriage units. Overcrowding occurs regularly close working between the County PR6

alleviate the problems of overcrowding at at both the Derby and Stoke-on-Trent ends of the route and will only Council and the Train Operating PR7 certain times, including the: get worse with more demand for travel to places such as the Sixth Companies.

Form College in Stoke and Staffordshire University increases Short Medium Long  North Staffordshire Line  The Cross-City line is operated with a mixture of 3-car and 6-car units;    Cross-City Line demand for the service is such that more 6-car units are required to North Staffordshire Line    Birmingham to Shrewsbury Line cope with the levels of demand Cross-City Line    Chase Line  The Birmingham to Shrewsbury Line is operated by the mixture of 2- Birmingham to Shrewsbury Line  car, 3-car and at peak times 4-car units. There is overcrowding at Chase Line peak times on these services, partly as some of these services also call at local stations between Birmingham and Wolverhampton Longer trains are required, although platform lengths could be an issue at some stations  The Chase Line services are operated by a mixture of train lengths but these services are regularly overcrowded at peak times. Consistent train lengths are required for these services which will be delivered through electrification

Page 38 PASSENGER SERVICES

What are the opportunities and where could What improvements will these bring and why are they required? How will the improvements be Which objectives When can we expect delivery? they be introduced? delivered? do they work Short (2014-2019), Medium (2020-2030) or towards? Long Term (Beyond 2030) The County Council supports the introduction There are a number of examples where earlier, later or more frequent The County Council will work closely with PR2 Term of earlier and later services to facilitate Sunday services are sought, such as routes into Birmingham from a TOCs to ensure that the timetable is PR3

improved rail access to locations both within number of Staffordshire locations, including (but not limited to): attractive as possible for existing and PR6 and outside the county. The County Council  Earlier Sunday services from Lichfield for people working in potential new rail users. This will include PR7

also supports the introduction of more Sunday Birmingham. the County Council lobbying the Short Medium Long services where frequencies are low.  Earlier Sunday services from at least Wolverhampton to Government in the run-up to new Lichfield to Birmingham    Shrewsbury. franchises being awarded for services in     Earlier northbound services on the Birmingham to Stafford to the county. Wolverhampton to Shrewsbury    Liverpool route through the county. Birmingham to Stafford to Liverpool  Earlier southbound Sunday services on the London Midland Crewe to London Services    Crewe to London services via Stoke-on-Trent. Services at Stone        Earlier southbound weekday services to stop at Stone. Birmingham to Tamworth  Later trains from Birmingham to Tamworth and vice versa.

The County Council acknowledges that there While regular users are likely to be relatively familiar with ticketing options The County Council will work with PR7 are a number of issues in relation to rail fares and the facilities available for buying them, occasional or new users to rail operators and the DfT to support new in the county, including fares which may be travel may find the range of ticketing options and facilities for buying them innovations in ticketing, including any

prohibitively high for some journeys (which a disincentive. moves towards simplification of the Short Medium Long may discourage mode shift away from the system and provision of more    Ticketing Improvements private car), with little clarity provided comprehensive methods to buy tickets. regarding peak/off-peak times, which may vary by location and operator

Page 39 RAIL STATIONS Which objectives When can we expect delivery? What are the opportunities and where could How will the improvements be What improvements will these bring and why are they required? do they work Short (2014-2019), Medium (2020-2030) or they be introduced? delivered? towards? Long Term (Beyond 2030) The County Council supports investment and Examples of improvements and the benefits they can bring: The County Council will work with the rail RSG1 Term improvements to rail stations within industry through the long term planning RSG2  Staffordshire and those stations located Increased car-parking can encourage car users to use rail for their process to ensure that Staffordshire’s RSG3 outside of Staffordshire that will bring wider main journey especially where there is limited car-parking or capacity gateway schemes are included in future RSG5

benefits to the county, for example through issues. This reduces congestion on the road network and enhances business plans. RSG6 Short Medium Long Access for All and National Station the environment for other users  Improvement Programme. Such stations  Increased station capacity where necessary will accommodate future The County Council will work in Kidsgrove Rail Station   include: growth in rail demand partnership with Network Rail, Station Lichfield Trent Valley Rail Station    A station being made fully accessible enables all passengers Facility Operators and stakeholders to Lichfield City Rail Station  Kidsgrove regardless of their mobility levels to use the rail network to travel. This identify improvements and take Stafford Rail Station     Lichfield Trent Valley increases the connectivity opportunities available to an individual advantage of relevant national and local Stone Rail Station    Lichfield City  New station buildings or refurbishment ensures that outdated facilities funding opportunities. Cannock Rail Station    Stafford are made fit for purpose for today’s passengers thereby making a Hednesford Rail Station    Stone positive contribution to a passenger’s journey experience and bringing The County Council will work with Penkridge Rail Station    Cannock economic, social and environmental benefits partners to identify innovative and Rugeley Trent Valley Rail Station     Hednesford  Increased attractiveness of public transport through the provision of alternative solutions to deliver Rugeley Town Rail Station    Penkridge high quality interchange opportunities and network integration improvements to Staffordshire’s rail Codsall Rail Station    Rugeley Trent Valley  Maximise the opportunity to reduce car usage to access the rail stations for example through community Burton upon Trent Rail Station    Rugeley Town network by improving station facilities and access for pedestrians and rail partnerships, future re-franchising Tamworth Rail Station    Penkridge cyclists, for example through DfT’s HS2 National Cycleway Feasibility and rail devolution.  Wilnecote Rail Station  Codsall Study  Burton upon Trent  Improving general station quality, passenger waiting facilities, safety  Tamworth and security together with the provision of consistent and high quality  Wilnecote passenger information provides a positive contribution to a passenger’s journey experience  Provision of additional rail network capacity, for example through longer platforms, allows longer trains to serve stations to accommodate current demand and predicted future growth in rail usage

The County Council will continue to support Community Rail Partnerships are demonstrated to deliver: The County Council will continue to work RSG1 Term the North Staffordshire Community Rail in partnership and support the North RSG2

Partnership (CRP) and will support where  An improved and more attractive station environment. Staffordshire Community Rail RSG3 appropriate the expansion of such partnerships  A safer and more secure station. Partnership. RSG5 

for example at: A more attractive station. Short Medium Long  Increased numbers of passengers using the station. The County Council will work with     Bilbrook Station  Increased station investment. partners, the rail industry and local North Staffordshire CRP     Codsall Station  Local promotion of the train services for work, education and leisure. communities where there is support for Bilbrook Rail Station     Stations along the Chase Line  Increased local community involvement (including businesses and the development of community rail Codsall Rail Station  Stone schools) and ownership of a station. partnerships and station ‘adoption’. Stations along Chase Line     Burton upon Trent  Innovative projects to improve the route for passengers. Stone Rail Station     Penkridge  Increased volunteer support and station ‘adoption’ from the local The County Council will work with Burton upon Trent Rail Station       community. partners through future re-franchising Penkridge Rail Station This list is not exhaustive and there are other  The development of station improvement projects to improve the processes and rail devolution to take stations within Staffordshire where this may travel experience. forward the concept of community rail also be appropriate. partnerships and station ‘adoption’ where appropriate.

Page 40 Rail Stations Which objectives When can we expect delivery? What are the opportunities and where could How will the improvements be What improvements will these bring and why are they required? do they work Short (2014-2019), Medium (2020-2030) or they be introduced? delivered? towards? Long Term (Beyond 2030) The County Council will support the re-opening Providing opportunities for better connectivity to the rail network, located The County Council will work with the rail RSG4 Term or development of new rail stations where where people need them are a fundamental factor in the success of the industry through the long term planning RSG5

there is a robust business case. For example rail network and essential for maximising connectivity between areas of process to ensure that Staffordshire’s RSG3 at: housing, employment and leisure. aspirations are included in future RSG2

business plans RSG1 Short Medium Long  Barlaston and/or Wedgwood    Alrewas/National Memorial Aboretum The County Council will work with Barlaston and/or Wedgwood  

partners, the rail industry and Network Alrewas/National Memorial Arboretum The opportunity to deliver new stations is Rail to identify opportunities that enable closely aligned to other rail opportunities and existing stations not currently served by wider policy areas such as local development rail services to be served in the future. plans. The County Council will continue to work in partnership with Local Planning Authorities to ensure that the development of new stations is considered as part of an areas local plan process.

Page 41 RAIL FREIGHT SERVICES

What are the opportunities and where could What improvements will these bring and why are they required? How will the improvements be Which objectives When can we expect delivery? they be introduced? delivered? do they work Short (2014-2019), Medium (2020-2030) or towards? Long Term (Beyond 2030) The County Council recognises the importance Rail freight is more environmentally friendly than moving goods by road. The County Council will work with the rail RF02 Term

of ‘through’ rail freight flows in the county and Per tonne conveyed, rail freight produces 76% less carbon dioxide than industry through the long term planning

therefore supports schemes which maintain or road freight. The County Council strongly supports a shift from road to rail process to ensure that these schemes increase the level of capacity, such as the: freight to reduce the level of impact on Staffordshire’s highway network. are included in future business plans Short Medium Long  Stafford area improvements The Stafford area improvement scheme will facilitate an extra path each The County Council will also work with   Electric Spine hour on the WCML for freight services, in part by the removal of a point of partners and stakeholders, including Stafford Area improvements     Water Orton area improvements conflict at Norton Bridge Junction. through Midlands Connect to lobby and Electric Spine   Strategic Freight Network influence relevant bodies. Water Orton area The Electric Spine provides a newly electrified route between the Strategic Freight Network    Southampton area and the WCML, providing new opportunities for freight trains to be electrically hauled.

The Water Orton area is a considerable bottleneck in both passenger and freight terms, and the constraints here may impede the potential of rail freight facilities such as Hams Hall and Birch Coppice. The County Council supports the development A study commissioned by a number of local authorities in the West The County Council will work with RF03 Term

of new rail freight terminals in Staffordshire Midlands showed that there is a ‘mis-match’ between supply and demand scheme promoters and Freight

(subject to appropriate planning, satisfactory in the West Midlands regarding intermodal capacity. This underlines the Operating Companies to support credible feasibility work and robust business cases) need to support the development of new facilities and initiatives which will opportunities for increasing flows of rail

such as: remove freight vehicles from the highway network (whilst appreciating that freight. Short Medium Long there may be local increases in traffic).    Pentalver (intermodal) The County Council will also work Pentalver     Moorland & City Railway (quarry at The County Council supports Moorland & City Railways’ proposal in collaboratively with neighbouring Moorland & City Railway Cauldon Lowe) principle, subject to a robust business case demonstrating clear benefits. authorities to ensure that their rail freight aspirations can be achieved, provided Further details on the timescales associated with these that there are no detrimental impacts on developments were provided earlier in the Rail Strategy the level of service which could be provided in Staffordshire. HS2 provides an opportunity for rail freight. With the removal of fast services to HS2, there should be a huge benefit The County Council will work with HS2 RF01 Term

As outlined earlier in the Strategy, the to freight services, in providing new capacity on the classic network. This Ltd, along with the Industry Planning

preferred route for the section of Phase Two could apply to a number of routes on the classic network, including the Group, Network Rail and Central between Fradley (where Phase One joins the WCML (the western arm of the Y-network will run broadly parallel to this) Government to facilitate the best th

WCML) and Crewe was announced on 30 and the Birmingham to Derby Line (running broadly parallel with the M42 possible outcome for Staffordshire, Short Medium Long November 2015 and is known as Phase 2a. and A38 corridors). ensuring that there is sufficient capacity   Delivery of this route section has been for rail freight after all phases of the high Handsacre Junction    accelerated and will open in 2027, six years Whilst the early opening to Crewe in 2027 should provide good speed railway are completed (noting the Classic network earlier than originally planned. The provision of opportunities for rail freight, care must be taken in the one-year interim potential issues in the interim period high speed railway as far north as Crewe by period between Phase One and Phase 2a being completed, to ensure that between Phase 1 and Phase 2a). 2027 should ensure that the benefit of the new sufficient capacity is maintained north of Handsacre Junction for rail railway in terms of providing additional freight. In this interim period, there may be significant demand north of capacity for rail freight on the classic network Handsacre Junction from passenger services, consisting of both classic is provided earlier than the original date of and classic compatible high speed services. 2033.

Page 42 Contact us

If you have queries or comments on the Staffordshire Rail Strategy, Please contact:

Clare Horton Connectivity Strategy Officer Staffordshire County Council Wedgwood Building, Block A, Tipping Street, Stafford ST16 2DH

Tel: (01785) 276636 Email: [email protected] For more information please contact:

Connectivity Strategy Transport and the Connected County Staffordshire County Council No. 1 Staffordshire Place Stafford ST16 2LP

Tel: 0300 111 8000 Email: [email protected]

If you would like this document in another language or format (e.g. large text), please contact us on 0300 111 8000 or email [email protected]