The Parliamentary Under-Secretary of State for Transport (Paul Maynard)
I congratulate the hon. Member for Feltham and Heston (Seema Malhotra) on securing this debate on a matter that is of great importance to her constituents. She touched on the subject of surface connectivity to our airports, which is an issue of national importance, and on how public transport can address inequality across the nation and in her constituency.
The hon. Lady’s points raise some eternal truths of both transport and urban policy. Cities with good airport rail links are more productive than those without. The shorter the access time to the airport, the more productive that city is.
Anyone who is here today hoping to discover our decision on airport capacity can move along because there will be no clues—I am no wiser than Opposition Members. Whatever the decision, however, this subject is always at the forefront of my mind because it will ensure the continued growth of our nation as a whole.
It is also clear that there has been a long-suppressed need for improved access to Heathrow from its south. Many passengers still access the airport by road, and uncompetitive rail journey times do not help with that. I used to traverse the hon. Lady’s constituency on many occasions on the 285 bus trying to get to Heathrow, and I took a very circuitous route around the airport perimeter and sundry car parks—it took an awful long time. That does little to encourage a modal shift off the road and on to rail, and it certainly does not do much to improve air quality in her constituency, to which she rightly drew attention.
The feasibility study that Network Rail carried out has to be a key part of how we consider improving southern access to Heathrow, and it is worth just thinking how access to Heathrow has changed over the decades. Just 25 years or so ago, only 20% of Heathrow’s passengers used public transport to get to the airport. The Heathrow Express opened in 1998, following on from the start of the Piccadilly line trains running there in 1977, and so by 2015, more than 40% of passengers were reaching Heathrow by public transport. That is a great step forward, but those people are still not coming from the south of the airport, which is a point the hon. Lady is trying to make.
Such statistics fuel our aspirations to do better and to have a better connected United Kingdom. I recognise that we can and need to do far more. The Government have come to power with a strong infrastructure mandate, particularly regarding rail, where customer numbers have doubled and freight has grown by 75%. More people are travelling by rail than ever before. We are spending £40 billion between 2014 and 2019 to support a larger and more mobile population. The hon. Lady lives somewhere that is a key part of not only her local transport network, but an international transport network. We are under no illusions about what a huge challenge we face in upgrading a network that, in many cases, has not seen improvements since the era of steam engines in the 1950s. We are trying to fit our improvements into a relatively short timeframe, on a network that is used more intensively than ever before. That gives us limited scope for how we put into the network complicated enhancement projects that risk disrupting ongoing rail services for customers in the here and now. We have to bear that in mind, too.
It will not be long until Crossrail opens in full—in 2019—which will bring not just the heart of London’s financial district, but much of east London to within 60 minutes of Heathrow. That will dramatically improve passengers’ experience of train travel, with services carrying up to 72,000 passengers an hour through London during the peak periods. That improvement of surface access will be replicated to both Luton and Gatwick thanks to the Thameslink programme. We are going to be improving substantially surface access across the UK, which is one reason why London TravelWatch has identified southern rail access to Heathrow as a particular gap, which we still need to focus on. That is why Network Rail is developing its proposals on the western rail link into Heathrow, off the Great Western railway. Subject to a satisfactory business case, funding in the next control period and the agreement of acceptable terms with the Heathrow aviation industry, that will also open up new journey opportunities by providing four trains an hour between Reading and Heathrow airport.
Southern access to Heathrow is certainly at a less mature stage of project planning, but it is absolutely part of our considerations for the long-term strategic vision for the railway. As I said, the absence of adequate rail infrastructure in this part of London was a key finding in that London TravelWatch report, and we should not forget that. I am always conscious that when we talk about such infrastructure projects that we tend to focus on economic benefits to the nation as a whole. I certainly hear what the hon. Lady says about the regeneration of Bedfont, Feltham and other areas, and I do not doubt what she has to say for one moment. We have learned that good planning is vital and that before every decision we really have to ask how it will benefit customers. We need to show a clear link to user benefit. These things must be good value for money, affordable and deliverable, but they must also be the right solution. As a Minister, I want to start not by identifying what the output is in terms of a piece of infrastructure or kit, but by understanding properly what the problem is, and what the solutions to it are. After that comes the answer on infrastructure investment, and that was why we were very clear in asking Network Rail in its initial feasibility study to identify whether there was a potential market. That might seem self-evident—to me, it certainly is self-evident—but we need to understand the size of that market, the flows of that market and what success would look like in terms of meeting the needs of that market. Network Rail looked at a range of options, with which the hon. Lady is familiar, and found very clear, strong demand for routes from Richmond and further out into Woking and Surrey, as well as inland from Waterloo.
I heard some of the hon. Lady’s comments about the way in which Network Rail went about this, and she mentioned the “Guide to Rail Investment Process”. It is important to stress at this stage that, in that particular report, Network Rail was trying to define both the scale of demand and how that demand could be met with a series of indicative proposals. I do not think that, at this stage, there is any thought of excluding any one proposal, or even of recommending a particular proposal.
The hon. Lady mentioned the initial industry advice, which is yet to reach Government. Network Rail is part of the rail delivery group that is putting together this industry advice. I know that it has met her and that it is closely liaising with Hounslow Council. Her proposal is now on the industry’s radar, so I have no doubt that it will be under consideration as part of the initial industry advice. There will be a series of options and investment opportunities that Ministers will be able to consider. Once again, this is about defining the problem, the outputs that could solve that problem, and the varying benefits and disbenefits of a whole range of options. I recognise that the council’s presentation has its merits, and that it needs to be included and considered as part of that process. I am sure that the industry will be doing that. I look forward to hearing the initial industry advice before we take our decisions further.
To progress the scheme further, I recognise that additional funding for further development will need to be secured. That will allow Network Rail to develop possible infrastructure solutions and to understand the costs and outputs of the scheme so that funding decisions can be taken. The Wessex route study—the feasibility study—will be taken into account in the initial industry advice, as will the Hounslow scheme, to form a coherent and integrated funding strategy. Businesses such as Heathrow Express, Great Western Railway, MTR Crossrail and TfL are all playing a role in drafting the initial industry advice, but the work is being led by Network Rail, which is helping to form the funding decisions.
Mims Davies (Eastleigh) (Con)
The Minister makes some important points about the reach of southern rail. I am listening intently as Southampton airport is in my constituency. I understand the importance of the Wessex route study and connectivity to Gatwick and Heathrow. In the work that we are doing around new franchises, I would like to see us being really bold about opportunities for Network Rail.
Paul Maynard
I thank my hon. Friend for that comment. As a former resident of the royal borough of Richmond upon Thames, I am always conscious that, for many of the residents there, Southampton was often an easier airport to reach than Heathrow, and the journey was actually better value and more convenient. Given the physical gap between the two places, that says a lot about the absence of rail connectivity to Heathrow. I hear what she says in light of the re-franchising that will be occurring.
I am delighted that Hounslow Council has taken the initiative to develop its own proposals and engineering solution. I know that Network Rail has met the hon. Member for Feltham and Heston and the council to take this matter forward, providing more expertise to highlight some of the key risks and issues that will need to be considered, as well as evaluating both journey time and train planning proposals. Any proposals to add trains to a network always involve complicated timetabling challenges that certainly elude my limited brain power in working out what fits where. We should always check whether we can fit things on the network before we start to over-promise what we cannot deliver. None the less, I welcome the work that is going on.
In the event that we can secure additional funding to take this forward to GRIP 1-2, we must consider it alongside other engineering schemes such as—but not limited to—those proposals that are also in the Network Rail feasibility study. We must derive maximum benefit from each and every investment decision that we make. We also have to take stock of what we are doing now to lay the groundwork for future investment. I am sure that the hon. Lady is aware of the work that is about to start at London Waterloo to vastly expand its capacity there, along with longer platforms for longer trains at a number of stations on the Reading line.
Work is not yet due to begin at Feltham, I know, but we are working through the complicated issue of a level crossing there. There will be 30 brand-new trains providing 150 extra carriages, and more Crossrail to come, as I said earlier.
There is a lot of good news in the hon. Lady’s constituency regarding rail investment, but I recognise that there is a particular gap in our network around Heathrow, so I welcome her contribution today. I hope I have reassured her that her proposals are on the Government’s radar and certainly on Network Rail’s radar. I look forward to receiving the initial industry advice and I am sure that once we have wider decisions about south-east airport capacity, this debate will take shape and grow, so I thank the hon. Lady for her time today.
Question put and agreed to.