Oral Answers to Questions

Paul Howell Excerpts

Thursday 2nd March 2023 Commons Chamber

[Mr Holden]

The hon. Lady should reflect on the fact that we have put £5 billion into pothole funding between 2020 and 2025, with millions of potholes being filled every year. The three-year settlement for highways maintenance announced in the spending review is there, and as I said to my hon. Friend the Member for Blackpool South (Scott Benton), I will be pushing the Treasury for more money to go in this direction.

[Paul Howell (Sedgefield) (Con)]

7. What recent assessment he has made of whether railways require modernisation.

[Mark Eastwood (Dewsbury) (Con)]

24. What steps he is taking to help ensure efficient and reliable rail services.

[Paul Howell]

Modernisation takes many forms and, in my constituency of Sedgefield, we eagerly await the modernisation of infrastructure through Ferryhill station’s bid under the Restoring Your Railways scheme, which will be the first stage on the Leamside line. We also have Hitachi Rail, which has played a significant role in levelling up the north-east since the factory was opened by the Conservative Prime Minister David Cameron in 2015. Hitachi has created 800 highly-skilled jobs in the region since that factory opened, and is also driving vital innovation in battery and digital technology to modernise the railways. I ask my right hon. Friend to confirm that his Department will make prompt decisions on the business cases under Restoring Your Railways.

[Mr Speaker]

Order. [Interruption.] No, I will decide when you sit down. Sit! We are meant to be asking questions, not make a War and Peace statement before we get there. Come on, quickly.

[Paul Howell]

Apologies, Mr Speaker. To conclude, I ask my right hon. Friend to visit my constituency and see these outstanding opportunities.

[Mr Harper]

The Government recognise the contribution of Hitachi to the railway supply chain, particularly its success in winning 89% of long-distance orders since 2010, including the order for High Speed 2 rolling stock. It is important that the Government give full and careful consideration to business cases for new orders, to make sure that they offer best value to the taxpayer, and I recognise my hon. Friend’s continued support for the reopening of Ferryhill station, as well as the work undertaken by Network Rail and Durham County Council. The business case for that scheme has been updated and is being carefully considered by the Department, alongside all bids under the Restoring Your Railways scheme.

Restoring Your Railway Fund

Paul Howell Excerpts

Tuesday 24th January 2023 Westminster Hall

[Kevin Foster (Torbay) (Con)]

I beg to move,

That this House has considered the Restoring Your Railway Fund.

It is a pleasure to serve under your chairmanship, Mrs Cummins. First, I thank my colleagues on the Backbench Business Committee for agreeing to schedule this timely debate.

The name Dr Beeching evokes strong passions even 60 years after the publication of his first report, and the very fact that I do not have to mention the subject or the title of the report, simply his name, speaks to the special place our railways hold in the nation’s heart and the impact of the proposals that followed. No other mode of transport can evoke such passion or interest, and while more people use buses than trains, it is rare that anyone becomes as engaged in a discussion about a new No. 3 or No. 12 as they do in talking—at length—about the prospects of restoring a piece of track that last saw a train long before many of us were born.

We refer to the Beeching era, but Britain’s railways were contracting before Beeching arrived. For example, in Devon alone, the line to Princetown closed in 1958 and the line to Yealmpton closed to passengers as far back as 1947, but Beeching’s first report on reshaping Britain’s railways is, for many, the key moment. The report has seared his name into our national memory, and it defined an era for our railways. Of 18,000 miles of railway, Beeching recommended that 6,000 miles be closed and 2,363 station closures, both on lines set to close and on lines he proposed remain open.

There are lots of debates about whether different approaches could have been tried, not least reducing costs on lines rather than closing them, but those debates are for the rail historians. We know that today, across Britain, there are viable schemes ready to reconnect communities to our rail network. When people talk about what had been the signs of decline in a once-prosperous town, many local residents include in the list the words, “Then the station closed.” A rail service is often seen as a sign of literally being on track to better prospects. Hence the excitement when a long-lost service returns.

[Paul Howell (Sedgefield) (Con)]

Ferryhill station in my constituency was removed in 1964 when I lived there, although there is still a freight line. The station is symptomatic of the area’s need to regenerate and redevelop. Does my hon. Friend agree that any consideration of whether a bid should succeed must be cognisant of the impact on the people of the area, not just the mathematics that go with it?

[Kevin Foster]

I could not agree more with my hon. Friend, who is a strong champion for his constituents on the matter. Where once there was a station and now there is a space or an empty building, or just freight trains trundling past, people sense that they might have been left behind, so reopening stations, particularly in locations such as the one he mentioned, is one of the best signs that levelling up could offer to show that the agenda across Government is about giving communities back what they had in the past. We are not going to reintroduce steam trains, but we do want to give people a modern, functional service that points towards an aspiration for a better future.

With respect to such opportunities, the pledge in our 2019 manifesto, which forms the basis of the Government’s mandate, was explicit:

“To help communities across the country, we will restore many of the Beeching lines, reconnecting smaller towns such as Fleetwood and Willenhall that have suffered permanent disadvantage since they were removed from the rail network in the 1960s.”

In January 2020, colleagues across the House will have welcomed the Government translating that pledge into £500 million for the restoring your railway programme to deliver the manifesto commitment, which I know was firm when my right hon. Friend the Member for Uxbridge and South Ruislip (Boris Johnson) was Prime Minister. I know the Minister will be keen to repeat it today.

I want to ensure that the commitment remains firm not because I am sentimental about the days when steam trains raced from London Waterloo to Tavistock, but because of what we see when lines reopen and communities reconnect. For example, the revitalisation of the line to Okehampton has brought full passenger services to the town for the first time in five decades. It was the first former line to reopen under the restoring your railway programme. In the same week that it celebrated its one-year anniversary in November, the Dartmoor line also saw its 250,00th journey—more than double the demand originally forecast.

Then there is the Scottish Borders railway, for which an original target was set of 650,000 passengers in the first year, but demand for the service exceeded expectations with almost 700,000 trips made in just the first six months of the line reopening. In short, new lines bring new trade to the railways and provide an attractive alternative to travel by car or coach. The Minister saw for himself the achievements at Okehampton and the excitement of the local community at having its train service back. We would simply not get that with a new road junction or a bus service.

Oral Answers to Questions

Paul Howell Excerpts

Thursday 19th January 2023 Commons Chamber

[Huw Merriman]

I would be absolutely delighted to meet the hon. Member. I am sorry for the disappointment he receives on behalf of his community, and I will do everything I can to work with him to make sure that the level crossing is safer.

[Paul Howell (Sedgefield) (Con)]

Building on the comments of my hon. Friend the Member for Gedling (Tom Randall) about the £2 bus fare, I am delighted to see it. However, for my Cornforth constituents, the bus no longer exists to Spennymoor, where the supermarket is, so they actually have to take two buses, changing at Ferryhill. What can be done to help such constituents, and will the Minister meet me to discuss this in more detail?

[Mr Holden]

I am always delighted to meet my hon. Friend and constituency neighbour. He will be aware that the enhanced partnership put forward by the Labour North East Joint Transport Committee is currently looking at the BSIP as well. I hope to work with him not only on that, but on the broader regional transport issues of which I know he has been a major champion since he was elected in 2019.

Oral Answers to Questions

Paul Howell Excerpts

Thursday 24th November 2022 Commons Chamber

[Paul Howell (Sedgefield) (Con)]

I welcome the Minister to his place. When it comes to Northern Powerhouse Rail, can we remember that it is not Manchester Powerhouse Rail or Leeds Powerhouse Rail? It is Northern Powerhouse Rail and that includes the north-east. The Leamside line is a critical part of the infrastructure, which gets us resilience locally, resilience in connections to the Union and local transport initiatives. Could I encourage the Minister to meet me, Transport North East and other interested Members to appreciate its importance to the north-east fully and to ensure that it is considered properly?

[Huw Merriman]

My hon. Friend is a true champion for rail in the north-east, and I know that he has been campaigning for the reopening of the line. I agree that the northern powerhouse means the entire north and not just parts of the north; that is the culture that I see. I commit to meeting him, Transport North East and other bodies that he wishes to invite for further discussion. However, I remind the House that funding budgets are tight for the Department for Transport and that not every single project that Members will want to see can be brought forward.

Oral Answers to Questions

Paul Howell Excerpts

Thursday 13th October 2022 Commons Chamber

[Anne-Marie Trevelyan]

The Government are incredibly disappointed that air operations at Doncaster Sheffield airport are expected to close from the start of November. We recognise that that will be difficult news for those who use the airport as well as businesses and people working there. Of course, it was ultimately a commercial decision made by the owners of DSA. I have held several meetings with both local leaders and the Peel Group to encourage them to work together towards a solution for the site that will benefit local people and the region’s economy.

[Paul Howell (Sedgefield) (Con)]

I welcome the Government’s recent commitments to accelerating infrastructure investment and in particular the comments about Northern Powerhouse Rail. Will the Secretary of State encourage spades in the ground for the Ferryhill station project, which is progressing, and meet me and others with regard to the work already being done to put plans in place for the Leamside line and the opportunities to bring it into the full Northern Powerhouse Rail project?

[Anne-Marie Trevelyan]

My hon. Friend is a doughty champion for all transport infrastructure in County Durham, having been so before and indeed now that he is in the House. I will ensure that he can sit down with our rail Minister to discuss in greater detail the investments that we are making. The growth plan, which the Chancellor set out a few weeks ago, sets out clearly why transport infrastructure is critical to helping our economy to grow. We have a broad range of projects that we are both accelerating and continuing with the investments that we have committed.

Rail Strikes

Paul Howell Excerpts

Wednesday 15th June 2022 Commons Chamber

[Paul Howell (Sedgefield) (Con)]

First, like many of my colleagues and even more members of the public, I am deeply disappointed by how quickly this situation has arisen. The RMT has admitted that it is striking before it even knows the final plans for pay and conditions. How can anyone engage in constructive discussions with an organisation that has decided that pre-emptive strikes are the way to do it?

The timing of the strikes is particularly inappropriate, given the ongoing pressures on the UK’s economic recovery as a whole, particularly in the rail and travel industries, and gives no consideration to the fact that many in supply chain businesses had to rely on furlough at best and so did not get full wages for the year.

The RMT says there is never a good time for strikes, but it is its choice. Some times are clearly worse than others. Choosing to strike when students are sitting their A-levels and GCSEs is a particularly bad choice. When the first festivals are being held since the summer of 2019, it is incredibly inconsiderate to say the least. It is an attack on our young people trying to get on, and on so many of the population wanting to finally enjoy some respite from covid.

It is also disappointing that Labour cannot decide whether it supports the strikes. If it supports working people as it claims, how can it have difficulty deciding whether it supports the many in the population or the few in the RMT who are spoiling for an early fight? The strikes will also have an impact on levelling up. I have spent much of my time and energy since becoming an MP advocating for more investment in the rail sector, especially in the north, including Ferryhill station, the Leamside line and other such places.

I sincerely hope that the rail unions will reconsider their actions and that the Labour party will encourage them to do so. They will clearly impact the weakest in society most. It is so disappointing, but not surprising, that those on the Labour Benches are doing nothing to discourage their paymasters from these excessive and premature actions, which will frustrate levelling up, frustrate climate change improvements, frustrate students and frustrate people recovering from life after covid. Do they really want to be responsible for that?

Leamside Line

Paul Howell Excerpts

Tuesday 8th February 2022 Westminster Hall

[Mrs Hodgson]

My hon. Friend is absolutely correct: the connectivity works both ways. This is not just about people being able to get out of Washington; it is about people across the region being able to come into Washington and see everything that Washington, Sunderland, South Tyneside, Durham, Gateshead and the whole region has to offer. This connectivity will mean that people from further afield can come to those places and access the cultural capital that we have to offer, as well as leisure and employment opportunities.

[Paul Howell (Sedgefield) (Con)]

I congratulate the hon. Member on securing this important debate. Does she agree that the Leamside line is important as a core piece of transport, but needs to be part of a joined-up picture? There are fantastic job opportunities on the line, but there need to be buses to connect them, and there needs to be a holistic solution.

[Mrs Hodgson]

I agree. That is why this debate links so well with the debate on buses that we had here a few weeks ago. We need the extra connectivity. The scheme is all very well for people who live near the Leamside line, but lots of people do not. They will need the whole passenger transport network to connect and link up.

As my hon. Friend the Member for Newcastle upon Tyne Central (Chi Onwurah) said, the reopening of the line would benefit the whole region; that is indicated by the presence here of non-Leamside line MPs. The line would give young apprentices who cannot afford a car access to Nissan and the International Advanced Manufacturing Park; it would enable workers to get to the two massive Amazon sites along the line; and it would give access to Doxford International Business Park and Integra 61 in Durham. All these employment centres provide over 25,000 jobs, and are growing.

[Mrs Hodgson]

I agree. People should be able to reach the jobs easily, wherever they are—and not just those who can afford a car. Often the car comes after the job; people need to be able to get to the job first.

Leamside is not only a solution to a problem, but an opportunity for the whole north-east. Every journey on the Metro by a commuter, shopper or tourist adds an average of £8.50 to the economy. Think of the boost that Leamside would give to the South Tyneside and Wearside Metro loop, even without the wider Leamside line. There are three benefits to this line, and the Metro is just one. This is a win, win, win, as I constantly say. It would mean that people lived and spent money in these local communities. It would change the socioeconomic future of the whole north-east. As Henri Murison said, it is vital for the whole northern powerhouse.

Levelling up the left-behind takes money, but it is question of priorities. Where our high streets are struggling, it is because the local economy is struggling unaided. Where our communities are declining, it is because the services that bind them together are being allowed to fall into disrepair. Where chances for generations of young people are being slashed, it is because the barriers to opportunities are allowed to continue to exist. These are political choices, but they can be addressed and reversed, just as the mothballing of the Leamside line can be reversed.

Before 1992, the line was used for freight purposes, which helped the east coast main line. The Minister will know that the Leamside line has the potential to extend capacity by some 50% on a vital, but highly congested, stretch of the east coast main line—the artery that links the north to Scotland.

[Paul Howell]

I thank the hon. Lady for giving way again. Does she agree that the Leamside line has the potential to provide resilience to the east coast main line? For a long stretch, there are just two tracks, and if anything goes wrong there, the connection between England and Scotland is effectively stopped.

[Mrs Hodgson]

I absolutely agree. As someone who has travelled up and down that line for almost 17 years, I know that when something goes wrong on that stretch and trains are stuck higher up the line, the trains cannot get to Newcastle. The whole thing then falls apart, as all of us who travel down that line know.

There is a comprehensive need for the Leamside line to be reopened—for national, regional and local purposes. Again, I stress the north-east unity—the Minister will hear that unity today—and the joint voice calling for the Leamside line to be reopened. When I took my seat in 2005, I quickly got to grips with this campaign, its importance, and the word “conurbation”. Washington is one of the largest conurbations in the UK without a rail or rapid transit link—I constantly mention that small fact.

I have presented five petitions to the House over 17 years, sent countless letters to the Department for Transport and the Minister’s predecessors, submitted evidence following a call for evidence on light rail, and recently co-sponsored three bids to the restoring your railway fund with the hon. Member for Sedgefield (Paul Howell), so it is fair to say that this means a lot to me. I am very proud of the cross-party nature of this campaign, both at local authority level and here in this House.

Where are we now? Leamside has featured as a significant element of previous local and current regional transport plans, including the 2021 North East transport plan and Transport for the North’s statutory advice. While the disappointing integrated rail plan in effect ruled out Government investment in the Leamside line for east coast main line purposes, the case remains strong.

I appreciate that the integrated rail plan indicated that the reinstatement of the Leamside line could be part of a devolution deal, but I believe it absolutely should be part of any forthcoming devolution deal. The hon. Member for Sedgefield and I discussed this with the Minister when we met earlier. However, until that deal is on the table, I do not want to see those promises used to kick the can down the road. I want Government co-operation in making the Leamside line a reality in the meantime. That means listening, as working with others, and, ultimately, financially helping with the steps needed to get there.

The north east joint transport committee has taken on the Government’s feedback, and is developing the umbrella strategic business case in phases. It has secured £100,000 in funding and is commissioning a strategic outline business case for the Metro loop element of the line.

We are taking matters into our own hands; the north-east is taking steps to achieve its ambitions, but it can only take itself so far, because our local authorities continue to be starved of cash. A project as significant and game-changing as the Leamside line will eventually need to be funded by central Government. Let us not beat about the bush: this is a very expensive piece of infrastructure, but it is needed and very much wanted.

I hope this debate shows the weight behind the will for the reinstatement of the Leamside line. I hope that, ultimately, the Government will listen to the north-east and match their rhetoric on levelling up with their commitment. The north-east is making inroads on reaching its ambitions. We hope that the Government will work with us to realise the potential of the Leamside corridor communities, secure a better future for the north-east, and future-proof national infrastructure by supporting the reopening of the Leamside line as soon as possible.

--- Later in debate ---

[Paul Howell (Sedgefield) (Con)]

It is an obvious pleasure to serve under your chairship, Mr Hollobone. I repeat my congratulations to the hon. Member for Washington and Sunderland West (Mrs Hodgson) on securing the debate. Members tend to focus on their own areas, as we have seen in the last stretch of the debate. My speech will therefore start at the bottom of the Leamside line, which goes from the Newcastle area to Ferryhill in my patch, its most southerly aspect.

Opening the Leamside line in full is an important part of demonstrating to the population that the Government are serious about levelling up, especially in the north-east. Since right hon. and hon. Members from across the parties will cover their various constituencies, I will focus on mine. Reopening the Leamside line is an integral part of delivering on the levelling-up agenda. It has been a key long-term aspiration for the north-east and boasts cross-party support from MPs, councillors, businesses and partnerships. As mentioned earlier, it just needs the last piece of the puzzle: backing from Government.

On the surface, levelling up is about providing investment in infrastructure to areas that have been chronically underfunded, which I will cover shortly. However, as discussed in the all-party parliamentary group for “left behind” neighbourhoods—I am co-chair, and the hon. Member for Washington and Sunderland West is an officer, as are other Members—it is about creating pride and trust in our local heritage and the places where we live. The north-east in particular can boast of its historical importance to the industrial revolution as the home of the steam train and a huge provider of the coal this country ran on. The Leamside line is of such historical importance to the local area that reinstating it would not only provide transport and opportunities but would bring back to life such an important part of local history and pride. Passengers would be able to travel on a line that was once the true artery of the area and carried the very coal and minerals that made the area so successful in the 19th and 20th centuries.

The first section of the line opened as early as August 1838 between Washington and Rainton Meadows. By the 1840s, it was providing passenger services to Darlington and Gateshead. It was then included in the original east coast main line from London King’s Cross to Edinburgh and carried both passenger and freight services. The line’s main source of revenue, as with most of the early railways, was mineral traffic, principally from the Durham coalfield. The line was linked to many private colliery branch lines and wagon ways.

When the present east coast main line began to take a quicker route through Team Valley and Low Fell, the Leamside line—or the old main line—continued to be used for passengers and freight. It served open mines nearby, and the area swelled with smaller lines and sidings to accommodate the amount of mineral being moved. By the 1920s, Ferryhill station, in particular, was said to be one of the busiest goods yards in Europe. During the second world war, its tucked-away location hid it from the luftwaffe and made it a safe space for storing the coal so desperately needed by wartime Britain. It was used as a diversionary route when the new main line was blocked—we still have that opportunity now—to ensure that the important direct line from Scotland to London was always clear.

Unfortunately, from the 1940s, parts of the Leamside line began to close. First, passenger services at Ferryhill and Leamside were withdrawn, and then stations began to close in earnest. While Ferryhill continued to carry coal and other freight into the 1980s, its usage had greatly declined by that time due to the gradual demise of the Durham coalfields. The Leamside line was mothballed entirely in the early 1990s and reduced to a single line. However, even though it was closed, hope was always present that the Leamside line would reopen. The land is safeguarded from development, with no sales of land attached to the line.

Proposals to reopen the line were put forward in the early 1990s. It is an important cultural landmark for the area, recognised by local communities, local leaders and partnerships alike. Its reinstatement would bring pride of place, an appreciation for the north-east’s heritage and a feeling of being heard in the north-east for those who currently feel cut off from investment and Government attention.

The second reason why the Leamside line needs to be reinstated is the most easily quantifiable reasons of local growth, increased employment and increased private investment. This is the version of levelling up more commonly discussed, and it is sorely needed in the communities along the Leamside line. The former coalfields in the south-east of County Durham are characterised by above-average levels of deprivation, with as much as one third of the population living in areas in the 20% most deprived nationally. Ferryhill lies within the top 10% to 20% of the most deprived areas, according to the 2019 index of multiple deprivation, and the north-east has a lower life expectancy than any other region in England, with Ferryhill lower than that average still.

The North East local enterprise partnership strategic economic plan identified that the local economy has the potential to grow significantly further and into different sectors over the coming years. However, that growth will not happen on its own. It will rely on better local transport connectivity provided by an improved and expanded network, enhancing access to labour markets, education and skills. Unless this is tackled head-on, the region risks falling further behind other areas of the country as local economic inequalities continue to grow, and the regional productivity gulf could widen as the benefits of investment elsewhere, such as in HS2, take effect.

Currently, the growth of the local area is heavily constrained by the east coast main line. It is the sole rail artery linking the north-east with the rest of the country, yet between Northallerton and Newcastle there is only one track per direction, so it is very much a bottleneck for traffic and growth in the area. The route is already at capacity. No extra passenger or freight services can pass through the area unless the infrastructure is upgraded, and alternative relief routes become necessary.

If we focus on the Ferryhill area of the line served by the Leamside, in my constituency the current situation is pretty dire. Nearly 35% of the population have no cars or vans, and they rely on infrequent and slow buses. These people find leaving the local area and expanding their opportunities very difficult. Individuals cannot access jobs, children cannot access schools, and businesses cannot access labour and resources. The lack of suitable rail transport is suppressing the opportunities of the people along the Leamside line’s mothballed track. That could change with Government approval for the line.

By diverting freight from the east coast main line and utilising the full extent of the Leamside and Stillington routes, capacity could be lifted by up to 50%. That would mean more resources moving into the area from the rest of the country and more passenger services so that people can travel. The line would also open up travel within the locality. People could see their friends, take their children to sports clubs further afield or do a bit of city centre shopping. Those things are taken for granted in other parts of the country.

Luckily, our separate but related bid for Ferryhill station to be rebuilt got initial bid approval, and we are awaiting on the outcome of stage 2, the strategic business plan; we are particularly optimistic about the outcome. I hope the Minister will indicate when the separate bid might be cleared. Does she agree that, although it would be discrete, a successful Ferryhill reopening would be a natural fire-starter signal for the reopening of the Leamside line?

Ferryhill’s reopening enjoyed great enthusiasm from the Minister’s predecessor, and I hope she will come to share that enthusiasm. Ferryhill’s reopening should be made the most of. Ferryhill is an intrinsic link between Teesside and Leamside in the north. It would be brilliant for both ends if the shovel in the ground at Ferryhill signalled something larger and really transformative.

In summary, will the Minister advise us when approval will be given to proceed with the Ferryhill case, which would link the base of the Leamside to Teesside? Can she provide us with clear direction as to what specific actions are required to progress the IRP’s recommendation that the Leamside would be

“best considered as part of a future city region settlement”?

Whether it is for passengers or freight, capacity or resilience, hope or opportunities, or even just the need to provide low carbon transport options, there is a clear and obvious economic and cultural need for Ferryhill station to be the fulcrum between Teesside on the Stillington line and Tyneside and Wearside through the Leamside line. We need the Government to recognise that as a critical part of levelling up. Let us build back our north-east transport infrastructure to make its future as impressive as its past.

Oral Answers to Questions

Paul Howell Excerpts

Thursday 16th December 2021 Commons Chamber

[Grant Shapps]

I am pleased to report to the hon. Lady that we have indeed provided additional support—starting now—for those airport operators and ground handlers, who, in most cases, will have their business rates paid. I know that she sits independently, but as a Scottish Member of Parliament she might want to approach the Scottish Government. According to Scottish airports including Edinburgh airport, the approach taken in Scotland, where the Cabinet Secretary and Ministers in Scotland have refused to meet them, has been in “stark contrast” to the approach taken by the UK Government, where engagement has been “proactive”.

[Paul Howell (Sedgefield) (Con)]

Like everyone else, Mr Speaker, I wish you and your team a merry Christmas.

Do Ministers agree with me that the proposed Beeching reversals could be transformational for some of our communities? Ferryhill station is an obvious example. The Stillington line could connect communities on Teesside with jobs and days out on the coast, but also with the newly introduced Middlesbrough to London service. That could not only stimulate economic growth but, more important, give hope to our young people. When will it be given final approval?

[Chris Heaton-Harris]

In the traditional way, I could “refer my hon. Friend to the answer I gave some moments ago”—to my hon. Friend the Member for Devizes (Danny Kruger)—but we are assessing all the schemes in the new year, and there will be answers then.

Great British Railways HQ: Darlington Bid

Paul Howell Excerpts

Tuesday 7th December 2021 Westminster Hall

[Peter Gibson]

The hon. Gentleman grew up and spent a long time in Darlington. I am sure he will back my campaign, rather than a personal campaign.

In the 1970s, the National Railway Museum was tipped to be located in Darlington, but was instead opened in York. In 2004, a new museum was opened at Shildon. Both decisions robbed Darlington of hundreds of thousands of visitors. I am told that, at the time, a councillor is reported to have said, “We want nowt more to do with trains.” However, I am pleased that that attitude has changed, with firm backing from Conservative-led Darlington Borough Council and with cross-party interest in protecting and restoring our railway heritage. Despite those oversights, Darlington’s ingenuity and expertise have not waned, and many of my constituents are already working in the railway industry or in skilled engineering and administrative jobs. Indeed, Darlington is home to Railpen, which administers railway pensions and occupies the stunning baroque revival-style Stooperdale Offices, built as a HQ for the North Eastern Railway Company.

I am delighted to make the case on the record for why Great British Railways should come to Darlington. As we are in the festive season, I want to inform the Minister of the carol of Darlington’s railway past, present and future yet to come, in the hope that by the end of the debate he will embody the spirit of Christmas and be mindful to bestow this gift on Darlington. Fundamentally, Darlington has a unique and unmatched connection to our railways. It all began in 1819, when the novel idea of using a steam-powered locomotive to pull passenger carts was first mulled over. Indeed, although the House legislated in 1821 to allow the creation of the Stockton and Darlington railway, it was in our town that the idea of a modern passenger railway was conceived between Edward Pease, Jonathan Backhouse and the famous George Stephenson. Stephenson’s ingenious Locomotion No.1, built in the north-east thanks to the financial backing of the Pease family, would pull the first passenger carts over Darlington’s Skerne bridge in 1825.

[Paul Howell (Sedgefield) (Con)]

I congratulate my hon. Friend on securing the debate. I am the Member for the rest of Darlington borough, where the railway line heads to the west. Does my hon. Friend agree that the original railway line started to the west of Darlington and finished to the east of Darlington, at Stockton, and that Darlington is obviously the central part of that historic railway line?

[Peter Gibson]

I am grateful for that intervention from my hon. Friend, who makes an excellent point. With its position on the Stockton-to-Darlington railway line, Darlington is actually central to the Stockton and Darlington railway.

Skerne bridge commemorated the birth of the railway in 1825 and is immortalised on the former £5 note—a bridge that still carries passenger trains, is a world heritage site and is the world’s oldest continuously used railway bridge. In my maiden speech, I challenged the decision of the National Railway Museum to remove Locomotion No. 1 from our town, where it had been on display for over 160 years and stood as a monument to the father of the railways, Edward Pease, who embodied Darlington’s entrepreneurial spirit. First, it stood on a plinth at Darlington’s North Road station, before being moved to Bank Top station. It then once again returned to North Road to sit in the Head of Steam Museum. The only times it had left our town was to be showcased around the world, and to be protected from harm during the second world war. Thankfully, our battle to protect the engine resulted in some success. Under the agreement, Darlington and Shildon will share the display of the engine, and there will be a guaranteed plinth for a new replica of Locomotion No. 1 at Bank Top station.

--- Later in debate ---

[Peter Gibson]

I am grateful for that intervention from my hon. Friend, who is a doughty champion of Redcar. Redcar station is very familiar to me, having travelled through it as a schoolchild, and having previously served on the coastal communities board in Redcar, I know that it is a pivotal piece of infrastructure for the levelling up of Redcar. I would be happy to support him in his endeavours to do just that.

[Paul Howell]

To enhance the discussion around Redcar railway, I am sure my hon. Friend the Member for Redcar (Jacob Young) is aware of the need to put a station at Ferryhill and allow the people of Redcar to come to Sedgefield and the people of Sedgefield to go to Redcar.

[Peter Gibson]

My hon. Friend is continuing his campaign for Ferryhill station. I thank Paul Gilbert, Rob Davis, and Rob Morton who did the restoration work as part of Network Rail’s gift of D6898 to Darlington. The culmination of this campaign, and its outcome, will ensure that Darlington’s railway past continues to be the bedrock of our town’s story, while establishing Great British Railway’s headquarters in Darlington will secure its present and future.

In choosing a new home for Great British Railways, the Government have the chance to recognise the essential and pivotal place that Darlington has in the national, and international, story of the railways, and to restore our place in history as the home of the organisation. This is an exciting time in Darlington’s railway present, as our Bank Top station is redeveloped and our railway heritage is protected and restored, ahead of the bicentenary celebrations of the Stockton and Darlington railway in 2025. There has been a massive investment of £20 million from Tees Valley Combined Authority to help establish our rail heritage quarter. I pay tribute to the efforts of Ben Houchen and all he has done for our area.

Darlington is firmly on the up, thanks in large part to the Government’s levelling-up agenda. Earlier this year, the Chancellor—a firm friend of our town—announced that the Treasury would create a new northern economic campus in the centre of our town, in close proximity to Darlington’s Bank Top station. Already, civil servants from the Treasury, the Department for International Trade, the Department for Business, Energy and Industrial Strategy, the Department for Levelling Up, Housing and Communities, the Competition and Markets Authority and the Office for National Statistics are benefitting from our excellent transport links.

--- Later in debate ---

[Chris Heaton-Harris]

I say to the hon. Gentleman that those private operators are great innovators in our rail market. Rail privatisation has doubled the number of passengers being carried on our railways over the course of the past decade or so. That is something to be celebrated, because it took place at a time when the view that we need to decarbonise our transport network—which all parties now share—was not quite so widely held. Innovation that has been brought in by private operators should be celebrated, no matter where in the world they come from.

[Paul Howell]

Just to pick up on a point made by the hon. Member for Stockton North (Alex Cunningham), the bypass at Darlington needs a bit on the top as well. Perhaps we could make that point to the Roads Minister. In terms of rail, where better to put the home of Great British Railways—[Interruption.] I shall ignore the barracking from Members in a sedentary position. Where better to put it than right next to Hitachi, one of the foremost railway manufacturing companies in the UK and which is based just along the road in Newton Aycliffe?

[Chris Heaton-Harris]

I thank my hon. Friend for that point. Hitachi is a Japanese company, but the intellectual property, huge number of jobs and innovation that it brings to our rail market are fantastic. Those are British jobs, in Britain, and we should welcome that. We should not be afraid of what international investment can bring to our rail market, or indeed any other market, and to the supply chain, as my hon. Friend quite rightly says.

Central to the Williams-Shapps plan for rail is the establishment of a new rail body, Great British Railways, which will provide a single, familiar brand and strong, unified leadership across the rail sector—something for which the rail sector has been calling for a decent time now. GBR will be responsible for delivering better value, flexible fares and the punctual and reliable services that passengers deserve, but it will also bring the ownership of the infrastructure, fares, timetables and planning of the network all under one roof. It will bring today’s very fragmented railways under a single point of operational accountability, ensuring that the focus is on delivering for passengers and freight customers.

GBR will be a new organisation with a commercial mindset and strong customer focus, and it will have a different culture from the current infrastructure owner, Network Rail, and very different incentives from the beginning. This new body obviously needs a new headquarters. GBR will have responsibility for the whole rail system, and needs a national headquarters as well as regional divisions. I am very happy to confirm that the national headquarters will be based outside of London, bringing the railway closer to the people and places that it serves and ensuring that skilled jobs and economic benefits are focused beyond the capital, in line with the Government’s commitment to levelling up.

Transport for the North

Paul Howell Excerpts

Wednesday 24th November 2021 Commons Chamber

[Andrew Stephenson]

No one’s advice was ignored. For 20 months after we launched the integrated rail plan, following the Oakervee review, in February last year, we have taken a range of evidence from the National Infrastructure Commission, Transport for the North, Midlands Connect and stakeholders across the region. As we have worked through those plans, we have been clear that we will deliver benefits to people across the north of England sooner than the original plans. I think that the £96 billion we have announced—an historic investment in railways across the midlands and the north—is something of which we can all be proud.

[Paul Howell (Sedgefield) (Con)]

When it comes to the discussions around this, I do not think it is helpful to get the Northern Powerhouse Partnership chairman on TV claiming that things are not going to happen that were never even going to happen under Northern Powerhouse Rail. The misleading words being said are no use to this debate at all. When we talk about the north, one of the big things that is a concern to us is the Leamside line and the things that should happen with it. It does get a mention in the IRP, about how this could be done through a different mechanism, but would the Minister meet me to discuss that further and work out how best we can continue to progress the Leamside line?

[Andrew Stephenson]

I am more than happy to meet my hon. Friend, who continues to make a passionate case for the Leamside line. I am happy to work with him and local stakeholders to see what we can do. [Interruption.]