Tag: Chris Heaton-Harris

The speech made by Chris Heaton-Harris, the Minister of State at the Department for Transport, in the House of Commons on 1 November 2021.

Last evening, there was a terrible train accident near Salisbury. Earlier today, two people were still in hospital, one of whom is a member of the railway family. I thought it would be appropriate for the House to send our best wishes to those who are injured and affected by what happened. I am sure that plenty of lessons will be learnt, but we are at the very early stages of the investigation. I am sure I will get the opportunity to inform the House about that later, but it would have been remiss of me not to say something at this point.

I congratulate my hon. Friend the Member for North West Durham (Mr Holden) on securing the debate on an issue that I know is of great importance to him and his constituents. When I visited him a few months ago to see the line for myself, I could detect the huge community pride in the railway and what it could be, and just the sense of community itself. I know that his constituents would be proud of him for what he has managed to achieve so far. I also thank for their kind words my hon. Friends the Members for Darlington (Peter Gibson) and for Sedgefield (Paul Howell). I often jest with my hon. Friend the Member for Sedgefield about his wisdom—I call it age, but he calls it wisdom—but it is not a joke to say that he has done more for Sedgefield in less than two years than many previous incumbents of that seat did in a generation. He is to be commended for that. I also congratulate my hon. Friend the Member for Bishop Auckland (Dehenna Davison) who cannot be here tonight. I thank my hon. Friend the Member for West Bromwich East (Nicola Richards) for her interest in these matters and the shadow Minister, the hon. Member for Slough (Mr Dhesi), who is omnipresent in these debates when he does not have to be. That shows in a very good light the seriousness with which he takes these matters and I appreciate his scrutiny.

I was pleased that last week the Budget confirmed the importance of this amazing local commitment, which has secured initial funding from the restoring your railway fund to develop the proposal and see if it stacks up for potential future delivery. I have heard the phrase “shy bairns get nowt”—I spent some time in the European Parliament and my then flatmate was Lord Callanan of Low Fell, as he is now, who used the phrase quite a lot. He indoctrinated me into terms that, as a midlander or someone from further south than him, I might not have known. I know that a number of not-so-shy bairns have been doing a huge amount of work to try to get more than nowt out of the Government, and I think it is paying off for them. I look forward to working with all the hon. Members concerned, Durham County Council and the Auckland Project, which my hon. Friend the Member for North West Durham mentioned, as this proposal develops.

The Government are committed to levelling up the country, and reconnecting communities to the railway is central to that ambition. As part of our levelling up agenda, in January 2020, the Government pledged £500 million for the restoring your railway programme to deliver on our manifesto commitment to start reopening lines and stations. That investment is reconnecting communities across the country, regenerating local economies and improving access to jobs, homes and education—all things that my hon. Friend knows and campaigns on.

More than five decades ago, the Beeching report led to the closure of one third of our railway network, with 2,363 stations and 5,000 miles of track identified for closure. Many places lost their railway connection and really have not recovered since. It is sometimes easy to forget, however, that some communities, rather than being cut off as a result of the Beeching axe, were the victims of decisions taken even earlier. Those communities, which include those that are the subject of today’s debate, feel the difficulties of being cut off from the rail network just as keenly as those that lost their lines and stations in Dr Beeching’s infamous “reshaping” of Britain’s railways.

For the towns and villages left isolated, no matter when they were cut off, restoring a railway line or station has the potential to revitalise the community. It breathes new life into high streets, drives investment in businesses and housing, and opens up new opportunities for work and education. That is why we set up the restoring your railway fund, and that is why the Government are investing across the country right now to progress work on restoring those connections. The Dartmoor line will be the first to reopen, later this month.

Part of the restoring your railway programme is the ideas fund, which provides development funding for early-stage proposals to help communities to develop strategic outline business cases. In three rounds of bidding, the fund has received 199 applications, including a successful application in the most recent round for the Weardale railway. Every bid has been sponsored by at least one Member of Parliament, and often several. In fact, 320 Members of Parliament have supported one or more bids to the fund.

I pay tribute to all hon. and right hon. Members from across the House who have sponsored bids to restore rail lines and stations in their constituencies. They have given us an amazing choice. It is a rich mix of choices; a rich tagine, if you will—a proper dish from which I can sample and choose wisely how to spend taxpayers’ money in the best and most appropriate way. I really do appreciate the amount of work that goes into formulating a bid, and I am aware of just how much these proposals mean for local communities. Those Members who have taken the time to work with their local communities and put forward a proposal are great advocates for their constituencies, as demonstrated here this evening.

I was pleased that as part of the Budget last week, my right hon. Friend the Chancellor was able to announce 13 more schemes from the third round of the ideas fund that have been successful in their bids for funding. Of course, one of those schemes was the proposal to reopen the Weardale line to passenger services. That scheme and 12 others from the third round join the 25 projects already being supported to develop their own proposals in order to get a step closer to reopening lines and stations.

During the assessment process, I had the pleasure of reviewing all the proposals and of seeing what a difference reopening those stations and lines could make to those communities. Obviously, as we have heard from my hon. Friend the Member for North West Durham, the Weardale line is no different. Seeking to join the existing 18-mile heritage railway in the Weardale area of outstanding natural beauty, which closed to passenger services in 1953, to the Bishop line and create one continuous travel corridor connecting to the east coast main line, the proposal has the potential to transform the region. An individual in Eastgate would be able to get a direct train into Darlington, accessing all the opportunities available there, and go further to all the places up and down the east coast main line. It would allow isolated communities to access employment and educational opportunities and encourage inward investment and economic regeneration across the area.

I am well aware that, for the past nine years, the Auckland Project, a local regeneration charity, has sought to create opportunities and investment in Bishop Auckland and the surrounding area, and this project has the potential to bring tourists into the area to appreciate the many attractions on offer. If someone wants to know what a difference restoring a lost rail connection will make, and what it will look like, they really do not have to go much further than speaking to my hon. Friend the Member for North West Durham.

The restoring your railway programme is already connecting communities, and not all that far from Weardale, £34 million for detailed development and early construction activity has already been funded to rapidly progress plans to reopen the Northumberland line between Ashington and Blyth, which closed to passengers in 1964 as part of the Beeching cuts.

Slightly further afield—as I have mentioned—but displaying our commitment to level up communities across the country, the Dartmoor line, between Okehampton and Exeter in the south-west, will officially reopen for year-round services on 20 November this year, thanks to £40 million of investment. This will mark the first reopening under the restoring your railway manifesto commitment. We are getting our manifesto delivered. The route will connect Exeter St Davids, Crediton and Okehampton, providing a hub for visitors to explore Dartmoor and regional links for local commuters. It has been very well received by local people.

Based on what my hon. Friend said, I should take a moment to recognise this country’s heritage railways. The UK is a true pioneer in the history of railway development, nurturing and benefiting from the talents of Brunel and Stephenson, among others. Heritage railways are major contributors to the UK’s visitor economy, attracting about 13 million visitors pre-pandemic and bringing in an estimated £400 million to the economy annually.

There are over 150 operational heritage railways, running trains over 600 miles of track between 460 stations. They perform a variety of important functions across the country, from transportation to leisure and entertainment, tourism, education and community projects, and as symbols of our country’s rich industrial heritage. This Government, led by my colleagues in the Department for Digital, Culture, Media and Sport, are working to ensure the continued success and growth of this important component of the heritage sector.

I can assure the House that a tremendous amount of work is being done in this area—in restoring your railway—to reconnect smaller communities, larger communities, towns with cities and villages with towns, and to regenerate local economies and improve access to jobs, homes and education. I really look forward to seeing the proposal to reinstate passenger services on the Weardale railway develop through the ideas fund.

Finally, I thank all right hon. and hon. Members who took part in the first three rounds. I say to those who were not successful: please keep the faith, because this is a very popular policy, and I expect to see it rear its head again.

The comments made by Chris Heaton-Harris, the Rail Minister, on 6 August 2021.

We are working tirelessly to decarbonise transport. For rail that doesn’t just mean cutting the emissions of trains, it also means making the environment around our railways greener for everyone.

By reducing delays, improving air quality and protecting the beautiful scenery around our railways, Greater Anglia, Network Rail and volunteers across the region are doing exceptional work to make services even better for passengers returning to the network.

The statement made by Chris Heaton-Harris, the Minister of State at the Department for Transport, in the House of Commons on 25 March 2021.

In 2017 the Government published the first statutory cycling and walking infrastructure strategy (CWIS 1) which covered the period 2016-17 to 2020-21. Since it was produced, the Secretary of State and the Prime Minister have significantly expanded the ambition and funding of the Government’s cycling and walking programme, launching the Gear Change White Paper in summer 2020 with £2 billion of additional funding over this Parliament for active travel, the largest amount of dedicated spending ever committed to increasing cycling and walking in this country. Significant delivery on the ground has already occurred.

Because of the pandemic, the multi-year spending review planned for autumn 2020 was postponed. Instead, as with most other budgets, a single-year settlement for cycling and walking reflecting the ambitions set out in Gear Change has been set for the year 2021-22. The Government will set out plans for future years, including future funding for cycling and walking beyond 2021-22, at the spending review later this year.

I am today informing Parliament of my intention to publish as soon as possible thereafter a second four-year statutory cycling and walking investment strategy (CWIS 2), reflecting the new policies in Gear Change and the multi-year funding settlement.

The Government will consult on CWIS 2, with relevant stakeholders, ahead of its publication, as required by the legislation.

The comments made by Chris Heaton-Harris, the Rail Minister, on 11 March 2021.

I am delighted to confirm £137 million for this scheme to remove bottlenecks on the Hope Valley line, transforming journeys between Sheffield and Manchester – 2 dynamic Northern Powerhouse cities.

We are committed to levelling up infrastructure across the North, and these important upgrades will make a huge difference to passengers, providing the punctual, reliable services they deserve, as we build back better from COVID-19.

The comments made by Chris Heaton-Harris, the Minister of State at the Department of Transport, in the House of Commons on 22 July 2020.

It is a pleasure to speak in this debate. I would like to start by thanking everyone who has contributed and by extending further congratulations to my hon. Friend the Member for Guildford (Angela Richardson) on securing this debate on the economic benefits of a southern rail link to Heathrow airport. I also congratulate all others who have contributed, including my hon. Friend the Member for Runnymede and Weybridge (Dr Spencer), the hon. Member for Feltham and Heston (Seema Malhotra), my hon. Friend the Member for Meon Valley (Mrs Drummond) and, of course, my hon. Friend the Member for Scunthorpe (Holly Mumby-Croft), who is unrelenting in her passion for her town and its core industry, as I think she will find we are in the rail industry, too.

The question my hon. Friend the Member for Guildford asked about the economics of a southern Heathrow rail link is, as she outlined, one that my Department has been considering for some time. Our Heathrow rail access programme was established in December 2016, with the aim of providing a step change in the accessibility of Britain’s busiest airport.

Unless travelling from central London, the current public transport offering to Heathrow is poor. Many people choose to use their own cars instead, leading to the traffic congestion that my hon. Friend outlined. Improving transport links to the airport would open up access for many regions of the United Kingdom, and a southern access scheme would open up new markets across the south-west of London and, indeed, the south-east of the United Kingdom, providing an attractive alternative to the heavily congested road network.

Although demand for air travel has fallen dramatically due to the coronavirus pandemic, we are supporting and want to see the recovery of the aviation industry. Thus we recognise the importance of major schemes such as this in encouraging people back to air travel, as well as in supporting passengers as they return.​

The scheme my hon. Friend mentions would be part of the Government’s plan to build back better, build back greener and build back faster. We want to rebuild Britain and fuel the economic recovery across the United Kingdom. As she knows, this Government have committed to building a Britain with world-class infrastructure and have established Project Speed, ensuring that we are building the right things better and faster than before. Project Speed is an ideal method of dealing with some of the delays with the southern link.

The Heathrow rail access programme comprises two major schemes: the western rail link to Heathrow, serving Reading to London Paddington via a new tunnel to Heathrow, is the other one. I, too, am pleased to see the hon. Member for Slough (Mr Dhesi) in his place. Not only does he give proper scrutiny to everything I try to do in the Department; he is also passionate about making sure that the western rail link to Heathrow actually comes about and does what it says on the tin for his constituents and others. Like my hon. Friend the Member for Guildford, I am pleased to see him in this debate.

The southern access link is at a much earlier stage of development than the western rail link project. It is intended to link terminal 5 directly to the south-west of London, potentially as far out as Surrey and Hampshire. I know that that is welcomed not only by my hon. Friend the Member for Guilford but by a whole host of people across Surrey.

Seema Malhotra

The Minister and I have spoken briefly on this matter since he took up his post. May I make a request to him because I think there is an opportunity in this world of projects to move forward? Sometimes there has not been a coherent debate, a proper assessment and proper criteria against which to evaluate a scheme. In the interests of the hon. Member for Guildford (Angela Richardson), who wants to see support for her constituents, in the interests of regeneration, and knowing that it takes two buses sometimes to get one and a half miles to Heathrow for my constituents as well, for work or for travel, is it time to convene a small cross-party taskforce in this place to look at how we might break through some of that and give those perspectives from our constituencies to help move this forward for the Minister?

Chris Heaton-Harris

As I hope I will outline, this project is moving forward at a decent pace, but, on extra scrutiny from this place, there will be barriers. There will be people who rightly want to scrutinise any decisions made on this and I think that would be a valuable suggestion to take forward, as the project moves forward.

It is an important project. It is currently led by my Department. It is a pathfinder project, as my hon. Friend the Member for Guildford said, seeking to harness all innovative forms of delivery and technology from the private sector to deliver a better service for passengers and ensure better value for money for the taxpayer.

As my hon. Friend said, only about 21% of all passengers travelling to Heathrow airport from the south use public transport instead of private road vehicles, and for areas such as Surrey and Hampshire, and Guildford especially, I am told that the figure is lower still, so we know that a market exists for this. In contrast, almost half of passengers and airport staff travelling to Heathrow airport from London and to the east of the airport do so by public transport.​
Good progress is being made. Following the publication of the strategic objectives in November last year, my officials are currently finalising the pre-instituting outline business case—my Department loves a bit of jargon—to outline the case for change and the need for a scheme such as this, and to set out practically how the scheme could and should be taken forward. They continue to work closely with commercial advisers to develop commercial and financial models, with the intention of working alongside the private sector to fund, finance and deliver this scheme.

The scheme is in its infancy and as yet no route or mode has been selected, and there is also the possibility of more than one type of intervention to boost transport options. It can, however, be assumed that heavy rail will play a major part in the southern access to Heathrow.

It is clear that there is a strong case for improving transport links in the region, as I have described, and not just for airport passengers and employees, but for those who live in the wider area and would benefit from the roads being freer around Heathrow and, indeed, the extra public transport options this would bring. So while there are many different options for the scheme, we know the potential benefits are clear. First and foremost, it encourages people from their vehicles on to public transport, reducing congestion. We know this can be achieved through the creation of new and accessible high-frequency, reliable transport links with the interchanges and step-free access this scheme would bring. It also helps us to reduce the environmental impact of aviation and the associated carbon emissions, an important step on the path to net zero, and not only by providing new environmentally friendly journey options but also by utilising sustainable construction methods and materials. It will take into account any key environmental undertakings in that area being developed in collaboration with the relevant local authorities and local enterprise partnerships.

Obviously, this should—this could—help to connect communities, boost economic growth and encourage regeneration. It could provide—it would provide—greater connectivity and journey choices in south-west London, Surrey, and Hampshire to central London and help us with capacity across the south-west rail network as well. It would seek to employ the local workforce and source its apprentices locally, and look to improve trade links locally, nationally and internationally. And not just through passenger trains, because freight is also an important part of this equation, providing a much-needed boost and connection for the local and national economies.

As I said, this scheme is very much in its infancy and there is still much to be developed, but the work carried out to date and the work under way demonstrate that, if ​we get this right, it will be a really positive step towards the development of transport in the south of the UK and alleviating many of the pressures outlined in this debate, working to meet the needs of so many passengers and to improve the prospects of so many locally and nationally, across the whole of the UK, who travel around that part of our country.

A scheme such as this does not come without challenges. To ensure the safety of passengers, road users and pedestrians, we will not want to increase the usage of level crossings; level crossings are a bind for any rail Minister who has ever stood at this Dispatch Box. The new platforms at terminal 5 are underground, so it will be necessary to excavate tunnels, and the scheme will be required to integrate with new and existing infrastructure, both at terminal 5 and on the south-west main line—to name but a couple of the challenges.

There is, however, already strong market interest from the private sector. Several of the groups interested have developed scheme proposals to varying degrees. The Government tested market appetite in late 2018 and, although many organisations showed interest in developing and delivering a southern scheme, none was able to progress without some form of Government support. So my officials continue to work closely with these scheme promoters, operators, construction companies and capital investors, along with the wider private sector, to harvest the innovation and insight that they can provide, and that we can learn from to build a process for securing the best, and the very best value, scheme possible. The Department will continue to develop the southern access to Heathrow scheme, working alongside Network Rail and Heathrow Airport to integrate it with the western rail link and other major transport projects, ensuring the most efficient design and delivery of the whole scheme.

I am very aware of the strong benefits a southern access to Heathrow scheme will provide, not only to the passengers and employees of Heathrow airport, but to the people living in the surroundings of south-west London, Surrey, Hampshire and beyond. I look forward to working with all who are interested in developing this scheme and I am keen to move forward at pace.

I thank everybody who has taken part in this debate for emphasising the importance of this scheme and of aviation to our country. I congratulate my hon. Friend the Member for Guildford on securing the debate on the economic benefits of the scheme. I wish her, you, Mr Deputy Speaker, and all who work in the House a peaceful and healthy summer recess.

The text of the statement made by Chris Heaton-Harris, the Minister of State at the Department for Transport, on 20 July 2020.

Over the past year, several milestones have been reached on the Crossrail project and work continues despite the new challenges presented by COVID-19.

When complete, the Elizabeth line will be transformative, reducing overcrowding, delivering spacious new trains, adding significant additional rail capacity to London and the South East, and delivering a huge boost to the recovering UK economy. Its benefits will be vast and long-lasting.

Important progress is being made on taking the Crossrail project towards completion and for its transition to Transport for London (TfL), the future Elizabeth line operator.

In December last year, TfL Rail commenced operating services between Paddington and Reading using the new UK-built Class 345 trains, marking another important stage in the delivery of the Elizabeth line. This year, the higher capacity 9-carriage trains are being introduced along this part of the route.

The Office of Rail and Road (ORR) has approved the new trains to run in passenger service between Paddington and Heathrow Airport, paving the way for a future increase in services to 4 trains per hour, adding important extra service capacity to the local rail network.

Final testing and driver training is taking place with Bombardier and MTR Elizabeth Line ahead of the services being introduced.

Over the past year, Crossrail Limited (CRL) has made further progress on the final completion of the new central section. Signalling and train software testing have progressed and a number of assets including completed shafts and portals together with the new Custom House station have now been handed over to TfL. All of the stations in the central section are now ready for the trial running of services, with the exception of Bond Street which requires further work.

Network Rail (NR) works on the eastern and western sections of the route have continued to progress over the past year with the delivery of the enhanced ticket halls and access improvements on the surface section progressing at Ilford and Romford, Acton Main Line, Ealing Broadway, West Ealing, Southall, Hayes & Harlington and West Drayton, with step-free access being prioritised where possible.

In March this year, future Elizabeth line stations Hanwell, Iver, Langley, and Taplow were also provided with step-free access from street to platform.

Together, these milestones represent key steps forward in the operational development of the railway.

But there have been challenges as well.

In January, CRL announced that it planned to open the central section of the railway in summer 2021 and the full Elizabeth line by mid-2022, citing challenges with completing the software development and the safety assurance processes preventing it from meeting its previously planned opening window.

Progress was further affected by the ‘safe stop’ announced on 24 March, when CRL ceased all physical work at its construction sites, including Network Rail’s station upgrade works, as a result of the COVID-19 crisis and in line with TfL’s decision to pause work on project sites, though essential business-critical and remote assurance work continued.

In November last year and before the impact of COVID-19, CRL announced that it would not be able to deliver the railway within the funding package originally announced by the department and the Mayor of London in December 2018 and that it would require between £400 to £650 million in additional funding.

The further schedule delays and cost increases to this project since the last annual update are very disappointing. A revised funding package will now need to be developed for Crossrail that is fair to UK taxpayers, with London as the primary beneficiary bearing the cost.

Works have now restarted as part of Crossrail’s recovery plan with sites operating within the framework of Public Health England’s safety guidelines, with CRL intensely focussed on achieving the next key programme milestone – commencement of the intensive testing of the railway, known as ‘trial running’.

CRL are currently in the process of updating their cost and schedule forecasts in light of their recovery plan, including assessing the impact on their opening schedule and will make a further update on this shortly.

A further update to the overall costings for Network Rail’s programme shows that the Crossrail On Network Works requires an extra £140 million of funding with the cost of the surface works package now standing at just under £3 billion. The additional costs, which were assessed before the COVID-19 crisis, are the result of some station and power upgrade work taking longer than planned.

The department will continue to work with its joint sponsor, TfL, to closely scrutinise the project, supporting its delivery as soon as is safely possible and to deliver the vital assurance and safety certification that is required before passenger services can commence.

The department will also work with TfL to oversee the effective review and evolution of Crossrail’s future governance arrangements to make sure the right decisions are taken as the project moves towards completion, and that it successfully transitions to TfL operations as soon as possible. CRL together with both sponsors remain committed to ongoing transparency with regard to the project.

During the passage of the Crossrail Bill through Parliament, a commitment was given that an annual statement would be published until the completion of the construction of Crossrail, setting out information about the project’s funding and finances. Further details on CRL’s funding and finances in the period to 29 May 2020 are set out in the table below. The relevant information is as follows:

total funding amounts provided to Crossrail Limited by the department for Transport and TfL in relation to the construction of Crossrail to the end of the period (22 July 2008 to 29 May 2020): £14,164,813,354

expenditure incurred (including committed land and property spend not yet paid out) by Crossrail Limited in relation to the construction of Crossrail in the period (30 May 2019 to 29 May 2020) (excluding recoverable VAT on Land and Property purchases): £1,014,218,000

total expenditure incurred (including committed land and property spend not yet paid out) by Crossrail Limited in relation to the construction of Crossrail to the end of the period (22 July 2008 to 29 May 2020) (excluding recoverable VAT on Land and Property purchases): £14,972,678,000

the amounts realised by the disposal of any land or property for the purposes of the construction of Crossrail by the secretary of state, TfL or Crossrail Limited in the period covered by the statement: £16,000,000

The numbers above are drawn from CRL’s books of account and have been prepared on a consistent basis with the update provided last year.

The figure for expenditure incurred includes monies already paid out in the relevant period, including committed land and property expenditure where this has not yet been paid. It does not include future expenditure on contracts that have been awarded.