Heathrow Airport: Western Rail Link

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Tuesday 30th April 2024 Commons Chamber

[The Minister of State, Department for Transport (Huw Merriman)]

I begin by congratulating the hon. Member for Slough (Mr Dhesi) on securing this debate—or cross-party love-in, as he put it, albeit with a few digs into my heart—on a western rail link to Heathrow. He has been a strong supporter of this scheme for some time, particularly, as he referenced, in his capacity as chair of the western rail link to Heathrow all-party parliamentary group. I know that the scheme is of great importance to him, his constituents, the hon. Members who have intervened, and their constituents.

I turn first to Heathrow airport, which has a key role to play in boosting our global connectivity and the UK economy. It was ranked as the second busiest airport in the world for international passengers in 2023, handling an estimated total of 79 million passengers travelling to 214 destinations across 84 countries on 89 airlines. In 2024, this number is expected to increase to 82.4 million passengers. The Government remain supportive of airport expansion where it can be delivered within our environmental obligations. However, we have always been clear that Heathrow expansion remains a private sector project that must meet strict criteria on air quality, noise and climate change, as well as being privately financed, affordable and delivered in the best interests of consumers. The Government also recognise the economic benefit that airports can bring to their area. Increasingly, airports are becoming regional transport hubs that support multiple businesses, labour markets and population centres. Reliable and efficient surface access connections are an important part of achieving that.

The Government are committed to improving access to Heathrow airport in ways that work for passengers and address decarbonisation objectives. For example, the hon. Gentleman will be aware that the Elizabeth line services now run from Reading, through Maidenhead, on to Paddington and through central London to the City, Canary Wharf, Shenfield and Abbey Wood further in the east. Passengers from the west on the Elizabeth line can change at Hayes and Harlington for services to Heathrow airport, and in a few years’ time, they will be able to connect to the airport, once the Old Oak Common HS2 interchange station is built and becomes operational; that will become the largest new station we will have built. That will enable even faster journey times and more connections than ever. These improvements are on top of Piccadilly line and Heathrow Express services, which connect the airport with London’s public transport network, enabling journeys from across the country.

Although I have so far talked about connections for passengers, I appreciate that the issue is also important to local stakeholders, including those in the hon. Gentleman’s constituency. It is an issue not only for passengers, but for the many thousands of people who work in and around Heathrow or provide services to the airport, many of whom will be constituents of Members who spoke this afternoon. The airport provides direct employment to 76,000 people. It is important that the transport network can get those people to work, as well as millions of air passengers away to their destinations.

Let me turn to the western rail link to Heathrow scheme and the question of Government support. We have always recognised the potential benefits of the proposal, as the hon. Gentleman mentioned. The western rail link scheme proposes a four-mile link between the Great Western main line and Heathrow airport. It is promoted by local authorities and business groups in the area. It is important to note that the Government’s position has always been that any Government funding would be subject to agreement on a significant third-party financial contribution. The position pre-pandemic was that only 50% of the cost would be funded by Government. Moreover, the scheme complemented the planned construction of a new third runway and the expansion of Heathrow, forming part of the proposals to deliver better surface access and addressing the environmental impacts of a busier airport—the airport would of course have been busier if the third runway had been built.

However, Heathrow Airport Holdings Ltd is now not actively pursuing expansion, given its focus on recovery following the impact of the pandemic on the aviation sector. That has of course had an impact on the financial contribution from the private sector. As I understand it, promoters—primarily the Thames Valley chamber of commerce—are keen to revive the scheme as a majority privately funded proposal. Officials continue to work with stakeholders to support them in updating the business case for the scheme. This work is focused on updating the designs for the scheme, refreshing the cost estimates to take account of inflationary pressures over the last few years, and understanding whether there is demand, given changes in travel patterns following the pandemic and the current economic context. I expect to receive an update on that work later in the year.

The Government remain committed to investing in rail, as demonstrated by the Prime Minister’s Network North announcement, which detailed an unprecedented number of commitments. We are taking forward affordable yet transformative growth plans to increase connectivity and capacity on the railway, and have spent £2 billion a year upgrading the railway across England and Wales, including reopening previously closed sections of the network.

Given the hon. Gentleman’s points about rail investment, I remind him that since 2010, the Government—the taxpayer—have put forward over £100 billion of investment in rail. Of course, as rail Minister, I am very proud of that and support it. However, the significant changes to travel patterns after the pandemic and the challenging fiscal environment rightly require consideration of the rail infrastructure investment portfolio. Just running our railways over the last few years has cost every single household in this country £1,500, so it is absolutely right for taxpayers that we ensure that all schemes are affordable. The prioritisation of schemes and the allocation of funds in the portfolio is managed and updated on an ongoing basis.

I thank the hon. Member once more for securing this debate. Heathrow airport is an important international travel hub for the country and one of the busiest airports in the world, as I have said. That is why this Government recognise the airport’s requirement for good surface access connections.

[Mr Dhesi]

I thank the Minister for his response. He referred to “later in the year”. We do not seem to have a timeline, or urgency. Because of the lethargic approach taken by his predecessors prior to the pandemic, a significant contribution from the private sector was not realised. We then had the pandemic and went back to square one. Can the Minister outline a more precise timeline than just “later in the year”?

[Huw Merriman]

It is important to recognise what has occurred over the past few years. First, we have had the pandemic, which means that rail finances are 80% of what they were pre-pandemic. An awful lot of money is being put in. When we talk about delivering new railway, we have to take into account how to fund the existing railway. Other matters have changed. As a member of the Transport Committee, I was heavily involved in the scrutiny of Heathrow. The decision of the House was that the third runway could proceed, but after the pandemic, that decision moved. A lot of the benefits of the scheme are wide, as the hon. Gentleman has detailed, and I support them, but they also go towards the mitigation that a third runway would need. Obviously a third runway is now looking as though it will not go ahead, which makes the business case for the scheme that bit harder.

To reassure the hon. Gentleman, I hope that the case can be made, funding from the private sector is found, and we can give positive news to him and all the other Members who have spoken in this debate, and who champion this project. I end by giving him another commitment. If he, the members of the all-party parliamentary group and the Thames Valley chamber of commerce want to meet me, we can set out a timeline for the decision and what needs to be done. I can set out what is required from a private sector financing perspective, because I need to know that the money will be there if we are to do the work within Government. Let us all work together, and let us sit down and have that meeting. I will be open and transparent with him and other Members, as I always am, and we can work out whether we can get this project delivered. It has great merit, and I like to see projects like this, where the private sector and the taxpayer work together to succeed for the betterment of the whole country.

Question put and agreed to.

Oral Answers to Questions

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Thursday 14th December 2023 Commons Chamber

[Huw Merriman]

I have met my hon. Friend and I appreciate the work that he does campaigning for the stations in his constituency. I have regular conversations with people from Govia Thameslink Railway, and I know that they have recently increased capacity on some busy services through Carshalton and Hackbridge. On Hackbridge station, I offer to meet him with a team from Network Rail to see whether we can address the matter that he mentions.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

Such was the excitement in Wales in 2012 when Conservative Ministers announced that they would be building the four-mile western rail link to Heathrow to open in 2020 that First Minister Rhodri Morgan described it as one of the “most important announcements” in the last 50 years, but it was yet another broken promise. After more than a decade, when does the Transport Secretary expect the first spade to be dug into the ground to build the No.1 infrastructure priority of the Thames Valley region?

[Huw Merriman]

When this proposal was first mooted, it was to be a 50:50 split with Heathrow airport and the new runway, but matters changed after the pandemic. We are determined to see private sector involvement in the railways continue. If there is a private sector proposal, we are very happy to support it, but these schemes must not come at the expense of taxpayers.

Oral Answers to Questions

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Thursday 26th October 2023 Commons Chamber

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

7. What assessment has he made of the adequacy of progress on constructing the Western Rail Link to Heathrow.

[The Minister of State, Department for Transport (Huw Merriman)]

The Government remain committed to improving rail access to Heathrow airport, and recognise the importance of the improved rail connectivity that a western rail link could provide. We need to ensure that projects that we take forward reflect the changed shape of rail demand and are affordable. I understand that, as a consequence, the promoters of a western rail link are updating their proposal.

[Mr Dhesi]

You will be aware, Mr Speaker, that I have long championed a western rail link to Heathrow, which would connect 20% of the UK population to within one interchange of our nation’s main airport. The Government committed to it over a decade ago, yet not a single spade has dug into the ground. Sadly, the Government have more of a reputation for cancelling rail links than for building them. Perhaps the rail Minister, who kindly met me recently about the issue, will have better news for us today. What meetings has he had with Heathrow airport, Thames Valley chamber of commerce and other stakeholders to progress this vital 4 mile rail link between Slough and Heathrow?

[Huw Merriman]

May I first thank the former shadow rail Minister for the times that we had together? It is true that he has been a champion of this project, and indeed pretty much every other rail project that I have gone to an all-party parliamentary group for, where he had already agreed to pre-fund it. I assume that now he is a shadow Treasury Minister he might be cancelling some of his previous decisions in a bid for fiscal credibility.

This particular project was due to be funded 50:50, but things have changed post pandemic for Heathrow, so it is right that it goes back to the drawing board. We will always support rail investments that can be paid for by private enterprise. That is what our Network North project is all about.

East West Rail: Bedford to Cambridge

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Tuesday 13th June 2023 Westminster Hall

[The Minister of State, Department for Transport (Huw Merriman)]

It is a pleasure, Sir Mark, to serve under your chairmanship this afternoon. I thank my hon. Friend the Member for North East Bedfordshire (Richard Fuller) for securing this important debate on East West Rail from Bedford to Cambridge. I have listened carefully to his representations. As everyone in the debate has said, he makes excellent points and sets us a challenge. I am keen to work with him to address those points.

I have noted the six or seven points he raised. I will go through some this afternoon, but I will write to him on all of them. I want to work with him to ensure the project is delivered in a way that maximises benefits for members of his constituency and the country as a whole. I am well aware that, when it comes to building new railways, some are very much in favour because they benefit directly or indirectly from the delivery of that new railway. We will always call for infrastructure to be delivered before housing. This is an opportunity where that can be delivered.

Of course, there are those whose lives are directly impacted and blighted by railways, who suffer as a result of the build. I have every sympathy with them, and I am keen to work with my hon. Friend and other hon. Members to minimise that and to give as much information, clarity and frankness in the process as we can. I say that as someone whose family lives in Buckingham and is well aware of the impact of HS2. “I get it,” is what I want to say this afternoon.

Let me speak a little about the project and then go into detail as I go along. The East West Rail project will improve the UK economy, supporting ambitions for the Oxford to Cambridge region, to add £103 billion extra gross value added by 2050, securing the UK’s future as a world leader in science and technology. East West Rail will improve connectivity and ensure growth is spread across the region as a whole. The route update announcement, which was mentioned, was laid before us on 26 May, and set out the preferred route alignment between Bedford and Cambridge. That would serve new stations at Tempsford and Cambourne, and approach Cambridge from the south, enabling services to call at the new Cambridge South station and to serve the world-leading biomedical campus. As my hon. Friend the Member for South Cambridgeshire (Anthony Browne) mentioned, I was at the site a couple of weeks ago. It is absolutely fantastic; people are incredibly excited about what this railway will deliver through not just better connectivity but allowing more jobs to flow to the campus, enabling it to succeed and to take on the world’s finest. I am very excited to have been able to announce the funding.

The route update announcement is a milestone that reaffirms the Government’s commitment to the project, along with funding of £1.3 billion to deliver the first connection stage of East West Rail between Bicester and Bletchley. It is part of our national commitment to unlock transformative growth within the globally renowned Oxford-Cambridge hub of science, research and technology. It will transform connectivity for residents and businesses in addition to supporting economic growth and local housing plans. Again, I acknowledge the challenge that housing can deliver in that particular part of the country. The support from Cambridge University, biopharmaceutical companies such as AstraZeneca, Oxford University science park and local enterprise partnerships across the route demonstrates the confidence that key stakeholders and businesses have in the benefits of East West Rail.

With every project at this scale, important decisions must be made to optimise and maximise the benefits it can provide. The proposal to build new stations at Tempsford and Cambourne will enable communities to grow, provide opportunities to improve biodiversity and give people increasing access to green spaces, significantly outweighing the benefits that a St Neots station could provide. As I have stated, I recognise that the proposals will have an impact on some homes and businesses. In particular, I understand the concerns of residents immediately to the north of Bedford station.

The hon. Member for Bedford (Mohammad Yasin) mentioned a six-track rather than a four-track proposal. That is being put in place to regulate the disruptive performance on the existing Midland main line, as well as to mitigate congestion and provide options for future growth. It is an example of where we are building for the future, not just through East West Rail, but to deal with a spot of disruption that already exists. By going to the six-track proposal, we will deliver better infrastructure and a better service on both of those lines, though I do recognise that it has more of an impact on residents.

For local residents who are affected, East West Rail Company has launched a need to sell scheme, designed to support residents who have a compelling need to sell their property but are unable to do so other than at a substantially lower value because of the railway. On the point made by the hon. Member for Slough (Mr Dhesi) that I should meet the hon. Member for Bedford, I did that very recently. We discussed the case of one of his constituents and were able to talk about a solution. I continue to make myself available to all hon. Members on behalf of their constituents who are impacted.

East West Rail Company has also proposed to provide a new relocated station building at Bedford Midland, which will offer opportunities for local authorities to partner with East West Rail to deliver a destination station, if supported by third-party funding. Alongside that, the existing Bedford St Johns station will be relocated so that it is closer to Bedford Hospital, providing better connectivity for patients, hospital staff and visitors. Proposals for East West Rail will also mean a significant investment in the Marston Vale line between Bletchley and Bedford to provide a step change in the frequency of services.

As the House and my hon. Friend the Member for North East Bedfordshire will know, East West Rail Company is holding public information events to answer the questions that have been raised by Members on behalf of their constituents. It is also meeting with stakeholders along the line of route. I will take some of the questions that have been posed, particularly by my hon. Friend the Member for South Cambridgeshire about the design stage, and get responses to them.

A statutory consultation is planned for the first half of next year, in which the next stage of technical and operational design proposals will be presented alongside plans to mitigate any associated environmental impacts. East West Rail Company has committed to delivering a 10% biodiversity net gain across the entire project, and traction options such as full electrification along the whole line of route are currently being reviewed.

Phase 1, which goes from Oxford over to Bletchley, is a mix of an existing line and one that once was a railway line. Phase 2, from Bletchley to Bedford, is an existing line. In that sense, electrification is a more difficult challenge, because bridges and other infrastructure are already in place and would have to be significantly changed. Where we have built new bridges and infrastructure, we have done so with electrification for the future in mind, so there is that pathway available to it. Of course, we are looking toward hybrid options in future as far as trains are concerned, which would enable a better, decarbonised line of route. I know all hon. Members have mentioned that point.

The business case was also referenced. As is standard for a project of this size, a final business case will be put forward once planning consent is secured. Before then, a development consent order application will be prepared in accordance with the Planning Act 2008. East West Rail demonstrates the Government’s commitment to supporting growth and improving connectivity for people and business across the Oxford and Cambridge region.

Let me come to some of the points that were raised—my hon. Friends worked hard to raise as many as they could. The first question was, will I walk the line of route? I am not sure whether that is an invitation to walk the entire line of route or selected parts of it, but I am certainly able to say yes to the former—sorry, I should say the latter. I should get that right for Hansard. Yes, I will walk parts of the line of route so that my hon. Friend the Member for North East Bedfordshire can show me the areas that are impacted. Indeed, we did something similar when we looked at the options of coming into Cambridge from the north or going from Cambridge to the south, and I will of course do that in my hon. Friend’s constituency.

My hon. Friend mentioned the new Mayor, Tom Wootton. I met him and he laid out his arguments as to why he believes the line of route should come through the south rather than the north of Bedford. I have said I will write back to him to explain our thinking behind that and I am very happy to continue to liaise with him. We need to ensure that our case is the strongest case and cannot be rebutted, and that it is not only open and transparent but subject to challenges that will make it more robust. I am very keen to do that.

My hon. Friend also asked whether the National Audit Office will conduct an inquiry. We can consider that option. I always enjoyed working with the NAO when I was Chair of the Transport Committee; it has a lot of value to add when it comes to ensuring projects are built to time and cost. External assurance is provided by the Infrastructure and Projects Authority, whose next review is expected before the statutory consultation. It works as an external review body for the project.

My hon. Friend asked whether I will instruct East West Rail to release the maps. We can check what further information and detail can be provided. East West Rail does not yet have a detailed design for every single area, but where it has the details, it will publish them. It has done so in the Poets area of Bedford. I am very keen that we do that at the earliest opportunity to give residents and businesses impacted by the line as much clarity and detail as possible, so I will look at that point for my hon. Friend.

My hon. Friend’s fifth point was about writing to property owners about the current corridor. East West Rail has written to property owners about the route update announcement and will engage with them further in the lead-up to the statutory consultation. Again, I am committed to ensuring that more detail is provided. I will come back to my hon. Friend on all those points and the one or two that I have not addressed because I have not had the time.

The hon. Member for Cambridge (Daniel Zeichner) asked how much money has been spent on the Oxford-to-Cambridge road that was proposed and then stopped, and how many officials are still working on it. I can tell him that £28 million was spent on the development project, and there are no officials working on it right now. I hope he is impressed with that transparency and immediacy.

My hon. Friend the Member for South Cambridgeshire asked who will be responsible for producing the business case. It is East West Rail in partnership with the DFT. We will work closely with the Treasury to make sure that is properly done in the manner that one would expect. There was talk of the theory of change exercise. That methodology is validated by the Government. We have previously discussed the fact that the Green Book is not particularly good at taking into account regeneration and decarbonisation. Changes have now been made; I welcome them because they mean that transport, and certainly rail projects, score much higher. We will of course ensure that that is rigorous, and that the preparation is transparent. I note my hon. Friend’s expertise in this area from his academic background and his business work. I am keen to work with him to ensure the business case works and is in the right form. He can take that assurance.

The hon. Member for Slough visited Winslow. I did so too, and I was actually brought up a few miles away. I am a supporter of this project because when I went to the further education college in Aylesbury, I used to go over that bridge every day, and there was nothing going on underneath it. Now, as the hon. Gentleman is aware, there is a station that will be ready to be opened shortly, and off the back of that we have the housing and the school. The secondary school in Winslow closed down. I was at secondary school in Buckingham, and all the pupils had to be bussed over. That no longer has to happen, and it is the railway that has allowed that to be built. Winslow is a good example of the fact that, if we build the infrastructure, the rest follows.

I am keen to work with the hon. Member for Slough, because it is clear that he supports East West Rail and wants it delivered. I support his support, as it were. He talked about the electrification miles that have been built, but I have to correct the record. In the past 13 years, while we have been in government, 1,200 miles of railway has been electrified. In the previous 13 years, when the Labour party was in power, the figure was a paltry 63 miles. I am sure the hon. Gentleman will not wish to give me any lessons about how to electrify lines, because we are doing that.

[Mr Dhesi]

rose—

[Huw Merriman]

I know the hon. Gentleman is going to tell me that he will do a lot more in the future, but the trouble is that we only have Labour’s record to judge him on, not his future deeds. Go on, have a go.

[Mr Dhesi]

I would like to rebut what the Minister just said. I referred to what has been electrified in the past year, which is a mere 2.2 km of rail line. The Minister is right to point to the Conservative-led Governments’ record in the past 13 years, but having been Chair of the Transport Committee, he will also be aware that the previous Labour Government’s main priority was to invest tens of billions of pounds in our rolling stock to get rid of the old, inefficient trains that we inherited from the previous Conservative Government after 18 years of grinding public transport to a halt. Having got the rolling stock back up to full speed, the last decade has been a lost decade for electrification, which is what other European Governments have done. That is why I said that the Minister and the Conservative Government have been failing on electrification.

[Huw Merriman]

That was more than an intervention. The reality is—

[Mr Dhesi]

It was a reality check!

[Huw Merriman]

I am impressed with that argument, actually, that rather than electrifying lines—I am a big supporter of that, and we want to and will do more, as we have done 1,200 miles whereas, as I pointed out, in the previous 13 years Labour had done 63—there was a priority focus on rolling stock. That really is pulling the other one. We have been doing both during that whole process. If the hon. Member has been on an Azuma train, he will know full well that they have been delivered under our—

Oral Answers to Questions

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Thursday 8th June 2023 Commons Chamber

[Mr Speaker]

I call the shadow Minister.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

I, too, convey my condolences to the families of the victims of the harrowing rail disaster in India.

The Government’s management of HS2 could hardly be worse: the budget has ballooned out of all proportion; we are already years behind on the launch of services; the merry-go-round of Ministers has created chaos; and the project at Euston station may never see the light of day. The six-monthly update to Parliament is already months late. We are none the wiser about the promised excellent alternative to the cancelled Golborne link, and we have been waiting years for the review into the best way to run HS2 to Leeds after this Government betrayed the north by scrapping the eastern leg. It appears that trickle-down economics has been replaced by trickle-down incompetence. Rather than the usual woolly ministerial responses of “coming soon to a station near you” and rather than responding to all of these failures, can the Minister answer just one simple question: when will the Leeds area study finally be published?

[Huw Merriman]

The ministerial merry-go-round goes round to a Merriman to listen to yet another long-winded effort from the hon. Gentleman, which eventually turns into a question. The reality is that we remain committed to HS2 and to line of route from London all the way up to Manchester. He talks about ballooning costs, but we have tried to look at the cost estimate and rephase HS2 as a result. He cannot have it both ways. I am committed to ensuring that the study comes out very soon; I met with my right hon. Friend the Chief Secretary to the Treasury to work on the matter and we work closely together. Our aim is to ensure that when that study comes out, it has the imagination in it to deliver properly all the ideas that we had always intended, and we will do so. We are committed to HS2 and to the investment and decarbonisation it will bring. I am sorry there has been a change of Ministers, but I can tell the hon. Gentleman that there will not be any changes any time soon.

Oral Answers to Questions

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Thursday 2nd March 2023 Commons Chamber

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

First, may I pay my respects following the tragic rail crash in Greece? I am sure that the thoughts and prayers of the whole House will be with our Greek friends.

Last year, the Minister oversaw timetable changes on Southeastern routes, but the Government refused to consult on those changes because they did not want to listen to passengers. In a parliamentary debate in December, secured by my hon. Friend the Member for Eltham (Clive Efford), I and indeed hon. Members from across the House warned the Minister that the upcoming changes and cancellations of Southeastern routes would be bad for passengers and would lead to overcrowding, but he did not listen. Now that these changes have caused the predictable chaos he was warned about, will the Minister finally listen and end the misery this Government are inflicting upon Southeastern passengers?

[Huw Merriman]

That is patently not the case, because during that debate I made it quite clear that consultations would be better than they had been. I also made it quite clear that I would listen and, if the case were made to change the timetable, I would do so. This morning—obviously, earlier than the lines that have been written—we announced that these changes had been made. In fact, the very first individuals to be made aware of that were the MPs. They have had that information first; it is important to me that they receive that information first. We will continue to listen and learn. We had to make savings on Southeastern, and £10 million was taken off. The savings are because season tickets collapsed to 32% of pre-covid levels. If the hon. Member is pledging to fund the railway no matter what and make no changes—

Restoring Your Railway Fund

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Tuesday 24th January 2023 Westminster Hall

[Huw Merriman]

I thank my hon. Friend for his point and for his work on the Transport Committee. I will indeed look at the issue in that regard. It is important that the business case has a good cost-benefit ratio, but it is not just the direct return on money that matters; following the reform of the Green Book rules, one also needs to consider—this is great news—what projects do for regeneration and decarbonisation, and these projects deliver on both fronts.

As hon. Members will appreciate, the restoring your railway fund is heavily over-subscribed. My Department received nearly 200 bids—200 excellent bids—to the ideas fund element of the programme alone. We also reviewed proposals whose business cases were already in their advanced stages, such as the Northumberland line and the Bristol to Portishead line, along with existing proposals to introduce a number of new stations under the new stations fund element.

On the points raised by the hon. Member for Slough (Mr Dhesi), I gently remind him that eight schemes under the restoring your railway fund are being delivered; 13 are progressing past the strategic outline business case towards their full business case; and 23 projects have been taken through the ideas fund stage. So I did not recognise the part of his speech where he said that not much appeared to have been delivered. And one of my hon. Friends said, the beauty of this fund is that one gains the buy-in of the local community, local Members of Parliament lead things, and schemes are decided from the grassroots up, not from the top down, which I dare say would be more the line of thinking of the hon. Member for Slough.

[Mr Dhesi]

Will the Minister give way?

[Huw Merriman]

I will not give way, because I have quite a lot to go through.

I appreciate that many hon. Members—particularly those who have sponsored individual proposals—will have received disappointing news along the way about their schemes not progressing under the restoring your railway programme, although hopefully with constructive and detailed feedback. I hope that the process has been helpful in allowing promoters of projects all over the country to develop their cases.

The hon. Member for Slough also mentioned my contribution to last week’s Transport Committee, which I was very pleased to attend. As I mentioned, we need to be mindful of the fact that it will not be possible for all schemes in the restoring your railway portfolio to progress to the next stage of development. The fact is that we do not have a limitless budget; indeed, although schemes may show promise at an early stage of their business case, some may not be able to cover their operational costs in the long term, and we should not add greater cost to the railways, given how stretched the finances are. When one looks at the schemes that are already being delivered or that are moving to the full business case, one gets quickly to £500 million halfway down the list, so I do want to manage expectations. At the same time, however, that demonstrates that we are getting on with things and spending the fund’s money. We should also be mindful of the wider context of the rail portfolio, where all projects face increasing costs for a variety of reasons, particularly inflation.

Hon. Members should know that I have asked my officials to carry out a review of all the schemes in the restoring your railway portfolio to prioritise the most viable projects for the next stage. That is particularly important in the light of the remaining budget we have available, so that we deliver the most we can under the challenging financial constraints we all have to live with. I emphasise that the process will be driven by data, expertise and careful consideration—that goes back to the third point my hon. Friend the Member for Torbay made, about how we will determine matters. I also assure hon. Members waiting to hear back about bids made to the second and third rounds of the ideas fund element of restoring your railway that those bids are being fully and fairly considered as part of the overall review process.

I want now to respond to the excellent points, cases and pitches that have been made this morning. First, with regard to my hon. Friend the Member for Sedgefield (Paul Howell), the Ferryhill project received further funding in June 2022. Sedgefield station is a possible additional stop between Ferryhill and Middlesbrough, and it is under consideration.

I thank the hon. Member for Tiverton and Honiton (Richard Foord) for his kind words. As he noted, the Wellington and Cullompton project is progressing to a full business case, and a decision will be made once that has been finalised.

In her brilliant speech, my hon. Friend the Member for Stourbridge (Suzanne Webb) made a pitch for Stourbridge and Round Oak, and it is hard—wellies or no wellies—to resist the points that she made. I know that the bid was not successful in the first ideas round stage, and I hope there has been feedback about what more can be done. I am happy to meet her to go through matters, and I really note—as should her constituents—the passionate pitch she has made.

My hon. Friend the Member for Stroud (Siobhan Baillie) referred to the Stonehouse Bristol Road station. The Department is reviewing strategic outline business case, and we will get back to her.

As ever, brilliant speeches were made by my hon. Friends the Members for Stoke-on-Trent North (Jonathan Gullis) and for Stoke-on-Trent South (Jack Brereton), who made a great pitch for the Stoke-Leek line. That is an ideas fund 3 project, and the strategic outline business case is being reviewed by the Department. I know that my hon. Friends will keep on at me in that regard, and my hon. Friend the Member for Stoke-on-Trent South should be assured that Meir station has been funded to full business case. That was announced in June 2022.

The Leamside project is championed by my hon. Friend the Member for Darlington (Peter Gibson); it is also being talked about outside this place, and I was delighted to meet Members from across the north-east yesterday in that regard. My hon. Friend specifically mentioned the Darlington to Weardale project. That is also in ideas fund 3. We are reviewing the strategic outline business case, and I thank him for the passionate points he made to champion the project.

Every time there is a rail debate, my hon. Friend the Member for Ynys Môn (Virginia Crosbie) is here making the case for her constituents. Despite the spelling of my first name, I will not try to pronounce the names of the projects, but I will tell her, more importantly, that the strategic outline business case, having gone through ideas fund 3, is being reviewed. I am already on my way to see her with regard to other projects, and I am sure I will bring the wellies and we will tramp through. To continue the welly references, my hon. Friend the Member for North Devon (Selaine Saxby) is a real champion for transport and Combe rail. I know it was unsuccessful in the ideas fund, but I want to talk with her to find out what more we can do.

I want to respond to two other points made by my hon. Friend the Member for Torbay. On what happens when local stakeholders do not support a bid, the beauty of these applications is that we want people to be able to crack on at pace. Obviously, it is challenging when one part of the stakeholder community is not willing to support a bid. That applies in particular if a planning authority is involved. I note the points made by my hon. Friend, who comes up with some brilliant ideas and suggestions. I hope his council will think again and join the local stakeholder community in supporting his bid.

My hon. Friend also asked me to recommit to the fund. I recommit to that fund; it is a brilliant scheme that allows MPs and community members to get involved and get back the railways they lost many years ago. I want to finish by congratulating him again—

Oral Answers to Questions

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Thursday 19th January 2023 Commons Chamber

[Mr Speaker]

I call the shadow Minister.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

Neither passengers nor hard-working staff are happy with the lamentable state of our railways on this Government’s watch. They have bumped up ticket prices twice as fast as wages have grown, yet passengers are experiencing delays and cancellations to most services at Britain’s busiest stations, with experts declaring that our rail system is broken. So what is their plan to fix the mess they have made? If the Financial Times is correct, their big solution is to impose even more devastating funding cuts of more than 10% on train operators. Forget managed decline: in 2023 it looks more like freefall decline. Rather than this veil of secrecy over steep service cuts, can the Minister confirm how much of a cut he is imposing?

[Huw Merriman]

The hon. Gentleman will be aware that passenger numbers are at about 80% of where they were pre-pandemic. The timetable is at about 90%, so it continues to run ahead of passenger numbers. Taxpayers more broadly have put in £31 billion over the last two years to support the railway, and there will be a further £11 billion required for the year to come. We have a balance between those who use the railways, continuing to ensure that they can do so, and those who fund the railways and the difficulties they have in meeting their tax bills. I look forward to his optimism and enthusiasm in working with me to ensure that railway services improve, as I am determined they will.

Transport Committee

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Thursday 13th January 2022 Commons Chamber

[Huw Merriman (Bexhill and Battle) (Con)]

I am very pleased to be able to make this statement, and not just to commend a set of recommendations from the Transport Committee to the House, but to welcome the acceptance of every one of them by the Government. In so doing, I would like to thank my predecessors as Chair of the Committee. Back in 2016, when I was a member of the Committee, the then Chair, Dame Louise Ellman, made a series of recommendations that were not accepted by the Government. Those calls were correct back in 2016, and if they had been accepted, I contend, we would have been in a better place. In 2019 my predecessor as Chair, the hon. Member for Nottingham South (Lilian Greenwood), continued to shine a light on some of the failings of smart motorways. These recommendations are therefore the result of the endeavours of three successive Transport Committees. I would like to thank not only the Chairs, but the members and staff of the Committee, for their tireless work and commitment over the past six years—I see that my Committee Clerk is at the Table, keeping a watchful eye.

By way of explanation, all smart motorways have design and technology that helps to control the flow and behaviour of traffic, but there are three types that differ in how they treat the hard shoulder. First, all lane running motorways do not have a hard shoulder at all but rely on a series of emergency refuge areas for stranded motorists. In 2019 there were 141 miles of all lane running motorway, with a fatality rate, measured from 2015 to 2019 per 100 million vehicle miles, of 0.12%. Secondly, controlled motorways have a permanent hard shoulder. In 2019 they accounted for 141 miles, with a fatality rate of 0.07%. Thirdly, there are dynamic hard shoulder motorways, where the hard shoulder is switched to a lane at busy times of day. In 2019 there were 63 miles of this design, with a fatality rate of 0.09%. The remaining 1,500 miles or so of conventional motorway has a hard shoulder but no smart design. It has a fatality rate of 0.16%.

The data between 2015 and 2019 therefore suggests that smart motorways have lower fatality rates than conventional motorways. However, taking 2019 on its own, when more smart motorways had been rolled out, shows that the reverse is true. Of the three smart motorway designs, all lane running had the highest fatality rate.

The Committee launched its inquiry in February last year and reported in November. The Government shared their response with the Committee this week. In the response, the Government agreed to the following key recommendations. First, to pause the roll-out of all-lane running motorways yet to commence construction until five years of data is available for those built before 2020. Secondly, to pause the conversion of dynamic hard shoulder motorways to all-lane running motorways and revisit the case for controlled motorways.

Thirdly, to retrofit emergency refuge areas to existing all-lane running motorways to make them no further than 1 mile apart—the Government have announced £390 million of funding for this. Fourthly, to grant powers to the Office of Rail and Road, the roads regulator, to evaluate the Government smart motorways project plan. Starting this year, the regulator will report on progress annually and carry out an evaluation of stopped vehicle detection technology and other safety measures.

Fifthly, to introduce an emergency corridor manoeuvre into the highway code to help emergency services and traffic patrol officers to assess incidents, subject to consultation. Sixthly, to investigate the granting of new road safety powers to the roads regulator before changes to design or operational standards are implemented on our motorways and key roads. Finally, to revisit the entire business case and rationale for smart motorway conversion.

The headline is, of course, the pausing of new smart motorways, but during this time, the Government and National Highways will not just be evaluating whether smart motorways are safe enough to meet our high standards, but, for the 141 miles that are all lane running, be retrofitting emergency refuge areas, stopped vehicle detection technology, and CCTV technology to make these smart motorways safer than they are at present.

It is on this retrofitting exercise that I wish to reflect, and I suggest that the lesson must be learned. In the six years that I have been following this project, I have been struck by the focus on creating capacity in the motorway network. That is understandable. Traffic on the strategic road network is projected to increase by up to two thirds over the next 30 years. Ministers and National Highways have argued that a failure to deliver extra capacity, such as can be done via removing the hard shoulder, would cause congestion that could ultimately cause drivers to switch from motorways on to less safe local roads.

However, there is another set of targets and statistics that needs more focus. National Highways has a target of zero harm, by which it aims to reduce the number of people killed or seriously injured on the strategic road network to a level approaching zero by 2040. As part of that commitment, there is a target to reduce the number of people killed or seriously injured on the road network by 50% in 2025, compared with the baseline figure of 2005 to 2009. I see conflicts in this target, just as I saw flaws in the roll-out of smart motorways. Let me give a couple of examples.

First, back in 2016, the Committee was assured that stopped vehicle detection technology would be fitted going forward. By 2019, only 18% of all lanes running motorways had this incorporated. Secondly, we recommended that smart motorways should adopt the specification used in the M42 pilot, with emergency refuge areas every 500 metres. However, these are now typically spaced every 2.5 km on all lane running motorways. It therefore comes as no surprise that 40% of all breakdowns on those motorways occur on a live lane, because at 2.5 km intervals, it takes 75 seconds to reach an emergency refuge area driving at 60 miles an hour, versus the 30 seconds it would have taken had our spacing recommendation been followed. It also follows that, on average, it takes 17 minutes to reach a motorist stranded on a live lane. It comes as little surprise, therefore, that 79% of drivers interviewed by the RAC are concerned that they would not reach such a refuge area.

The upshot is that, instead of drivers using less congested smart motorways and coming off more dangerous local roads, we are faced with the opposite—drivers not feeling safe using smart motorways and moving on to those less safe local roads. This could have been avoided had equal emphasis been placed on safety technology. Instead, the roads were reopened before such measures had been completed. When the Committee put this to the chief executive of the agency in 2019, he maintained that drivers wanted to try the road once the tarmac had been delivered. This culture of capacity first and safety mitigation later needs to be eradicated. I believe that it will be, and I welcome the response of the current chief executive of the agency to our report. He could have been very defensive. Instead, he assured the Committee in his response that he would take on board the recommendations.

I recognise that, for some, this report and its recommendations do not go far enough. Some would like to see the hard shoulder brought back immediately. To those I have this to say. First, hard shoulders also kill. This is why it can be argued that all lane running motorways have a lower fatality rate than conventional motorways with a hard shoulder. Secondly, the new lane of a smart motorway cannot be just turned back to the hard shoulder without substantial engineering works. This would take years. Thirdly, closing the motorway could cause chaos on local roads where the fatality rate is that much greater. However, with the commitment to revisit the business case and the safety performance over the coming years, this may be an action that is required in the years to come.

I can assure the House that the Transport Committee will continue to monitor the delivery of these recommendations. One of the less reported measures is the granting of powers to the Office of Rail and Road to give more independence. Currently, the regulator does not have the powers over road safety in the same way that it does over rail. Indeed, of the regulator’s 350 employees, only 19 focus on roads; the rest focus on rail. This balance will need to change, but I agree with the Government that we need to get the inclusion of regulation right. With every new road, there will be a danger. We cannot use this as a reason to halt road building.

I am delighted that the Government have accepted the Transport Committee’s recommendations. It demonstrates that Select Committees can not only scrutinise, but see reason and reasonable recommendations turned into policy. I thank the Secretary of State for Transport, the Roads Minister Baroness Vere, and the Minister who is here today—the Under-Secretary of State for Transport, my hon. Friend the Member for Copeland (Trudy Harrison)—for doing so. Thank you for allowing me to make this statement, Madam Deputy Speaker. I am happy to take questions from Members.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

The Labour party has long warned about the serious flaws with smart motorways, but it is thanks to the dedication of bereaved families and the hon. Gentleman, the Chair of the Transport Committee, and his Committee that the roll-out has been paused at all. Does he share my assessment that alongside the botched roll-out, the failure to install critical technology, which can, for instance, identify stopped vehicles on smart motorways, is absolutely scandalous? Does he believe that lives have been lost as a result?

[Huw Merriman]

I thank the hon. Gentleman for his points and for being very kind about the work of the Committee. It has been a frustration for the Committee that, on matters such as stopped vehicle detection technology, assurances were given to the Committee in 2016 that those would be delivered but that did not occur. In my view, that is one of the greater failures. It also points to a defensive attitude and a culture of building first and implementing safety second. As he will know, it is very hard to implement that technology once a road is open.

Transport for the South East

Debate between Huw Merriman and Tanmanjeet Singh Dhesi

Wednesday 25th April 2018 Westminster Hall

[Huw Merriman]

Despite our political differences, I work very closely with the hon. Gentleman, who comes from further across the coast in Hove, and whose constituents experience many similar challenges to those of my constituents. He is absolutely right. A body such as Transport for the South East gives us that opportunity. Although it is always tempting for us to focus on our individual constituencies, which we must, the reality is that the sum of the parts is going to be much better at delivering what we need as our constituents travel from one part of the south-east to the other. He is right, and I hope this debate will move us on.

[Mr Tanmanjeet Singh Dhesi (Slough) (Lab)]

On the Dartford crossing, does the hon. Gentleman agree that the concerns of the residents of Gravesham, and in particular of those in Northfleet and Gravesend, should be taken into consideration before the scheme is finalised by the Government?

[Huw Merriman]

With any major transport project, that is absolutely essential if we are to have good will. A crossing such as that is incredibly exciting because it will alleviate the existing pinch point and make us more productive, but of course we need to carry the local population with us, particularly as it is the locals who are impacted—many who travel will not necessarily be from the local area.

It is a coincidence that I took interventions from two Opposition Members as I was about to talk about Government intervention and thank them for significant investment schemes in the south-east transport network. In this road investment period, Highways England will invest £2 billion into roads in the south-east. The equivalent funding period for Network Rail will see £3 billion invested in the Southern and Southeastern rail network, which has some of the oldest rail infrastructure in the UK despite carrying the most passengers. Although we have challenges to overcome, and although we lobby for a funding share commensurate to our output, we are getting more funding overall because the Government are spending more on transport. The key is to ensure we get the projects the region needs. That is where Transport for the South East comes in to play.

Established in June last year, Transport for the South East is the shadow subnational transport body representing 16 local transport authorities and five local enterprise partnerships, which speak with a single voice about strategic transport priorities for the south-east. Its primary aim is to support and grow the economy in the south-east by identifying and prioritising a programme of integrated strategic transport interventions. It also aims to improve the experience of the travelling public and businesses and bring about more reliable journeys, free of congestion, while safeguarding the environment.

Although I am tempted to raise my own local transport issues in this debate today—I encourage others not to hold back—and lobby for schemes within my 200 square miles of constituency, I believe that there is more chance of securing success in my constituency and those of colleagues if we all work together to establish one body, with one voice, that works effectively across the south-east region to address the biggest problems in our strategic infrastructure network. By getting behind the work of the body—it is under the chairmanship of Councillor Keith Glazier and the leadership of the region’s local authority and local enterprise partnership representatives —we can secure the best strategic transport to support the outcomes we want for our region: new housing without increased congestion, improved connectivity and access to the best employment opportunities for our residents.

The south-east’s population has substantially grown in recent years. Businesses are drawn to a great place to do business and individuals are drawn by high levels of employment. That has driven growth in the south-east’s economy of 25% since 1997, which has generated substantial tax revenue for the country. There is, however, a cost to this success. Our transport infrastructure is facing the challenges of population and economic growth and we risk the future delivery of an economy of huge strategic importance to the UK if action is not taken. That is why Transport for the South East is vital for our future prosperity.

At the same time, TfSE knows that it must not forget those pockets of the region that have not experienced the same economic success and are not as prosperous as other parts. Our coastal communities in particular—many hon. Members represent those communities—have large populations, high unemployment and low productivity. That is due in part to poor connectivity, and in part the further and higher education facilities in those deprived areas of employment. The transport network has a key role to play in improving access to skills and employment and creating new opportunities for the residents of those areas so that they, too, can lead prosperous lives. The challenges extend beyond the administrative and political boundaries. They require the new body to join up transport policy, regulation and investment, and give clear strategic investment priorities to improve connectivity across our region.

To move forward, Transport for the South East needs to do three things: develop a transport strategy, secure statutory status and secure additional funding from the Government. Considerable funds have been awarded to Transport for the North, which has received £50 million, and Midlands Connect, which has received £17 million, to help them take forward their work programme over the next few years. The subscriptions that Transport for the South East is currently raising from its constituent authorities will amount to only £500,000 in the next year. We must congratulate the local authorities that raised that cash. They have taken the initiative and come together despite their own funding pressures because they recognise the importance of working as one. However, more funding is badly needed, not least because the Transport for the South East infrastructure has a significant bearing on the performance of the wider UK economy. Securing statutory status is critical in ensuring that Transport for the South East becomes a formal legal entity and a formal partner of the Government, Network Rail and Highways England, with the ability to influence their investment programmes. Without that status, it will not have the influence we need it to have.

This substantial, resource-intensive process will require additional funding support from the Government if it is to be completed in a timely manner. Work on the main transport strategy is due to commence in the summer, but the pace of its development is dependent on central support of the kind enjoyed by Transport for the North and Midlands Connect.

To conclude—I want to give other hon. Members the opportunity to raise issues in their localities—the south-east economy is already delivering for the country, and has greater economic potential if we allow it to come through. Awarding Transport for the South East statutory status would give us the opportunity to identify and prioritise a package of strategic transport improvements, which will benefit not just the south-east but the entire UK economy. With Government support, Transport for the South East will be able to move at pace to statutory status and, more importantly, complete its transport strategy, which will determine the transport investment we get in the south-east.

Strategic transport investment will give not just the south-east but the country as a whole the opportunity to prosper. I look forward to working with colleagues and Transport for the South East as a new body as it drives these new opportunities. I hope the Minister will signal in his response his encouragement for the quest we are following.