A303

Alison Seabeck Excerpts

Tuesday 4th March 2014 Westminster Hall

[Alison Seabeck (Plymouth, Moor View) (Lab)]

It is a pleasure to have you in the Chair, Dr McCrea. The hon. Member for Salisbury (John Glen) is to be congratulated on securing this debate, not least because the A303 is one of the few strategic road links down to the far south-west, and particularly to Plymouth. Its importance therefore cannot be overstated. The recent extreme weather in the far south-west shows how vulnerable we are; we lack rail and road resilience when major road routes are cut.

[Anne Marie Morris]

Is the hon. Lady aware that only last week, the A303 was closed at the same time that our wonderful railway was out of action?

[Alison Seabeck]

The hon. Lady knows the region very well. I will come to those issues a little later, but she is absolutely right that there are major problems when either the M5 or the A303 closes for one reason or another. We have had relatively little investment in the south-west, as recent weeks have shown. Across the south-west, we have less investment in transport per person than any other region in the country, with the possible exception of the north-east in some modes. We are now reaping the consequences.

I say to the Minister that I fully accept that there is no open chequebook—the shadow Chancellor would jump on me if I suggested that there was—but when we look at the Hindhead tunnel, which goes under the gorgeous landscape of the Devil’s Punch Bowl in Surrey, we can see what could be done if the finance were to become available. As the hon. Member for Salisbury made clear, the A303 has long been a subject of Department for Transport attention, and his predecessor was much admired by all parties for his persistence and the intelligent way in which he tried to find a solution to the problem around Stonehenge.

The South West Regional Committee, of which I was the Chair and which reported in 2010, made it clear that we felt it important that the Department for Transport should value the route in terms of the resilience that it provided to the region. We had instances during the recent storms—I will come back to this—when the A303 was partly closed due to falling trees and the rail line was closed for engineering works, as was the M5. Nobody had actually talked to each other. Business in Plymouth and further south ground to a halt. Fortunately, co-ordination between the Highways Agency and Network Rail is now a lot better, but as the hon. Member for Newton Abbot (Anne Marie Morris) pointed out, we have seen exactly what can happen if those roads close.

Tourism and manufacturing are hugely important issues in the south-west and Plymouth. Although rail usage is growing—when there is a line—we also need road links to bring visitors, freight and goods. Companies such as Wrigley, Princess Yachts and Babcock all need to ship products and supplies via road links rather than rail, due to the nature of the products that they are moving. The Heart of South West local enterprise partnership’s top priority is a faster, more resilient transport system, and it is pressing for improvements to the A303 as part of its key area of activity. It understands the need to move people around by road. Certainly, now that Hinkley Point C will be going forward, there will be a greater need for good road links, and improvements will be required.

The region’s transport planners have been grappling with the A303 for decades. What should be done with it? What should its status be? How can we better connect it with roads further west? The dualling argument to increase resilience is made by motoring organisations such as the RAC as well as local authorities. Dualling the road under the Blackdown hills, for example, would be a huge cost commitment, but it is undoubtedly what local people want, in the same way that tunnelling under Stonehenge is important.

Like many hon. Members here, I have driven along the A303. It is a lovely route winding through a number of counties. Judging by the Members here, it does not go through many Labour constituencies, but I say to Government Members that they have a strong, powerful voice. It is their coalition that is in government. I have seen Members from my party in areas such as the north-east make use of the strength of such a body of people. Government Members have a good opportunity, and they should ensure that they use it.

I will wind up, because I am sure that other hon. Members want to make similar points. I point out that the road does not have national status. Unfortunately, it has not been seen as important by this or previous Governments, but I hope that the Minister will now take a close personal interest in it, because it is important. We have seen the impact of weather on the south-west. If we fail to get a grip on the situation, not only will UNESCO look at Stonehenge—the hon. Member for Salisbury made that point clearly—but we will lose the important opportunity to grow the economy in the south-west. We have a lot to offer, including a lot of manufacturing companies that could do a lot more, but we cannot do it without the transport infrastructure. The A303 is a vital part of that.

--- Later in debate ---

[Mr Heath]

In the north-east, as the hon. Gentleman says, or elsewhere. The Government were very happy to grasp that and say, “Well, the local people don’t think this is an important road, so why on earth should we invest in it?” So the road was still not dealt with at that time.

There were other knock-on effects. The hon. Gentleman mentioned Winterbourne Stoke, where I have spent many happy hours queuing in traffic over the years, and the effect of the surface noise from the road there. That problem also afflicts my constituency; around the Wincanton area, there are houses that are close to a busy road. We had a commitment 15 years ago to replace that road surface with a low-noise road surface, but guess what? The plans to do that were cancelled and the money was specifically moved to the A1(M), which was considered a higher priority.

The A303 has been constantly neglected. Also, the best has sometimes been the enemy of the good: sometimes the difficulties to do with Stonehenge and the Blackdowns—difficulties that undoubtedly exist—have been allowed to prevent anything being done along any part of the road. I entirely accept what the hon. Gentleman said about Stonehenge; it is essential that we find a solution.

[Alison Seabeck]

I thank the hon. Gentleman for giving way—or should that be the right hon. Gentleman?

[Mr Heath]

No.

[Alison Seabeck]

Sorry, I am not doing very well with titles today. Does the hon. Gentleman accept that if a solution is not found on Stonehenge and the Blackdown hills, dualling other bits of the road and encouraging more traffic on to them will simply cause further problems at bottlenecks? There is almost a case for sorting Stonehenge and then working backwards.

[Mr Heath]

Well, the same volume of traffic will be on the road, so I am not entirely sure of that. However, I agree that Stonehenge is a priority; we have to find a solution to the problem there.

The problem with the Blackdowns is that it is extremely difficult to conceive of a road scheme across the area that will meet the environmental requirements. In the case of the Blackdowns, there is an alternative, in the use of an enhanced A358 connection. I know that those in south Devon, including the hon. Member for Plymouth, Moor View (Alison Seabeck), will not see that as the ideal solution. Nevertheless it is a viable alternative, at least in the meantime, until we can find a better solution.

Let me return to the reason for dualling the parts of the A303 that can be dualled relatively simply. I would like the schemes for Winterbourne Stoke, Chicklade and Sparkford to Ilchester to be taken off the shelf; it is utterly absurd that we have not made progress on those. I am hugely relieved that this Government have finally decided that they want to do something about the A303 and have commissioned the feasibility study. I hope that it will be in the hands of the Minister relatively soon, so that decisions can be made, hopefully in time for big announcements in the autumn spending review this year.

There is every argument for doing something about the A303, but they are in three main areas. First, there are the economic arguments. We have already heard from various hon. Members that the economy of the south-west needs this connection, and ample evidence has been produced by the CBI, the Federation of Small Businesses, the local enterprise partnership and the local authorities in the area to say that this work needs to be done to unlock the economy of the south-west peninsula.

Secondly, there are perfectly sound safety arguments, certainly in relation to the area that I represent. One of the problems is that there is a relatively fast—I say “relatively”, because too often it is clogged up—dual carriageway that suddenly becomes a single carriageway, then a dual carriageway again and then a single carriageway again, just at the point when people travelling from London are at their lowest ebb and most tired. They have probably not taken a break before that point, and therefore the accident record is of some concern to me. That problem could be avoided by simple online improvements.

Thirdly, there is the point about resilience, which was eloquently made by my hon. Friend the Member for Truro and Falmouth (Sarah Newton). It is simply ridiculous that we often have only one viable route to the whole of the south-west peninsula; it is ridiculous that one of the longest peninsulas in any country has such limited access to it. People in London and elsewhere sometimes do not understand just how big the south-west is. I remember that when we were talking about regional police forces, I said that the northernmost point of the so-called south-west regional police force, which was at Tewkesbury, was nearer to Scotland than to the tip of Cornwall. That is a fact. People have no conception of the distances in the south-west, yet we are served by one motorway. When that motorway is closed for any reason, as it was, sadly, by the accident near Taunton in the constituency of my hon. Friend the Member for Taunton Deane (Mr Browne) a little while ago, the result is chaos for the inadequate A303. Similarly, the A303 was flooded at Christmas. Perhaps that was because of freak conditions, but nevertheless we had, yet again, an example of the area’s lack of resilience.

We have to couple that with our inability to travel by rail in such circumstances, which all of us will remember from just a few weeks ago, when Paddington station was like a ghost station, because there were no trains running from it, or no trains running to anywhere that people wanted to get to. I beg the pardon of my hon. Friend the Member for Henley (John Howell), because he could probably get to his constituency from Paddington, but we could not get to the south-west from Paddington. Resilience is a big issue.

My last point relates to something said by the hon. Member for Plymouth, Moor View, namely that the south-west seems to be forgotten by every Government. A few months ago, I accused the Secretary of State for Transport of not knowing where the south-west is. He has proved me wrong; he knows where it is and has been there, as has my hon. Friend the Minister who is here today. However, in terms of Government investment in infrastructure, the south-west is still very much the poor relation of every other part of the country, and that is not good enough for me. I just do not see why we have to be the last in the queue for every single thing when it comes to Government investment. My plea to the Minister is this: for once, listen to the west country, listen to all the points that we are making, and do something about our wholly inadequate A303.

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[Neil Parish (Tiverton and Honiton) (Con)]

It is a pleasure to speak in this worthwhile debate. I thank my hon. Friend the Member for Salisbury (John Glen) for securing it and congratulate him on doing so. The number of hon. Members in the Chamber, especially from along the route of the A30/A303, shows how important a debate it is.

I want to quote Hansard first of all:

“The trunk roads from London to the West are quite inadequate for the traffic they have to carry. Queues up to 10 to 15 miles long are commonplace in summer on roads like A.30 and A.303. At many points there are bottlenecks, and the carriageways are quite inadequate.”—[Official Report, 14 May 1959; Vol. 605, c. 1558.]

This is from a speech made by Mr Edward du Cann, MP for Taunton, in an Adjournment debate held in May 1959. It shows that there has been quite a long debate about this road.

My hon. Friend the Member for Somerton and Frome (Mr Heath) mentioned the part of the road in Ilminster that was to be trunked in 1997, before the moratorium on road building by the previous Government. A project involving the A30, moving into the A303, east of Honiton, was also shelved. We nearly got there, but it was stopped.

I am delighted that the Under-Secretary of State for Transport, my hon. Friend the Member for Scarborough and Whitby (Mr Goodwill), has agreed to drive on the road and see the A303 for himself, including where improvements can be made. That is welcome. I thank him for that. As he is a Yorkshire farmer, I am certain that we will get a truthful answer from him today, and that he will commit the Government to doing something about this quickly, rather than taking too long.

I want to take issue slightly with my hon. Friend the Member for Henley (John Howell). Rome is one of the most historic cities in the world, with the forum and all the Roman remains, but dual carriageways go all around it, right close to the buildings. Yet that can be maintained. We have to be able to deal with the life that we live today and the need for dualling of the A303/A30, and not live in a prehistoric world. I am keen on history, but at the end of the day we have to find a way, acceptable from both an historical and financial point of view, to ensure that we dual the A30 right the way down to Cornwall.

In this Chamber, we are probably 300 miles from Penzance. I have not done the arithmetic, but I suspect that it is only a little further from London to Scotland. People have to remember that.

[Alison Seabeck]

The hon. Gentleman is right. The distances are not wildly out. It is distressing, when one visits Secretaries of State in some Departments, to find that they think that Plymouth is a bit like Hastings, in terms of its distance from London. Some education is needed in Departments.

[Neil Parish]

I thank the hon. Lady for her intervention. Of course, when the Minister drives the route—he has probably already done so, but he will do it officially—he will see the length of the A30/A303 and will only probably get halfway along it. By some magic, he appears to be stopping at Honiton; I have no idea why. But seriously, we have to improve the road.

Hon. Members have said that we have few arterial routes into the west country. Bristol is not the west country; it may be part of the west country, but there is much after Bristol. To get to Devon and Cornwall, people need to cross Wiltshire and Somerset. We need to get that road done. A previous solution talked about in the spatial strategy—building on the A358 and dualling it out to the A303—is not a solution, because all that does is drive motorway and A303 traffic on to and off an already congested road. The west country—Somerset, Devon and Cornwall, and Wiltshire—relies a lot on tourism. We also rely on our businesses being able to be able to move their goods and services around. Come the summer, there are times when those roads are completely blocked. That has a huge economic effect on our businesses. Money for dualling the A303/A30 would be well spent.

I have made the point before in Parliament that, although I am 110% behind the Government taking action on our deficit—the huge sum that we have to borrow day in, day out, to pay the running costs of this country—there is an argument that says that, when interest rates are so historically low, we should borrow money to build infrastructure, because that builds up our economy and gives us a great future.

We expect our fair share of proceeds in the west country. Vast sums may or may not be spent on High Speed 2, yet we have railways that are falling into the sea. We are doing our best to make sure that that does not happen, and that railways are rebuilt. A second railway line needs to come down to the west country. All this is part of the infrastructure. Roads are also important.

On a slightly more controversial note, people say, “If you dual those roads, the traffic will go faster and it could cause more pollution.” However, in my view, it causes much less pollution. There is nothing worse than car engines ticking over for hours on end; cars do not run well when the engines are not running smoothly, and the amount of fuel and carbon monoxide that comes out of cars that are queuing for hours adds to pollution.

In my constituency, especially coming out of Honiton, several villages along the A30, which leads into the A303, have poor access to and egress from that road. There have been many accidents along it, so there are many good reasons, from a traffic safety point of view, for improving it.

People might think that I, as the Member for Tiverton and Honiton, would be telling the Government, “You must start by dualling the A30/A303 from Honiton eastwards,” but I am not saying that. I say that eventually we must dual the whole road. We must not be stopped by either Stonehenge or the Blackdowns in my constituency, because those are the expensive parts of dualling the road. In a former life, I drove around the whole south-west region. I often drove down the A30 into Cornwall. Short stretches of single-track road do not hold up traffic anywhere near as much as longer lengths of single-track road. My point is that we have to start the job. There is a saying that a job started is a job half done. There is no doubt that, once we break the logjam by starting to dual the road, it will be dualled the whole way.

--- Later in debate ---

[The Parliamentary Under-Secretary of State for Transport (Mr Robert Goodwill)]

I congratulate my hon. Friend the Member for Salisbury (John Glen) on securing this debate on the future of the A303. I know this subject is of great importance to him and to other hon. Friends and Opposition Members. I am aware that he has raised issues about the performance of the A303 at Stonehenge and details of the Department's feasibility study during business questions.

The A303 is an important trunk road that passes in close proximity to the Stonehenge world heritage site, and the issue of improving this road has been considered by successive Governments, as we heard. I very much recognise the strategic importance of this corridor and therefore of finding solutions to its problems. Before I respond to the points raised by my hon. Friend, the Member for Salisbury, it is perhaps worth taking the opportunity both to set out this Government’s position on investment in the strategic road network, but also the history of proposals for major improvements to the A303, as well as setting out how my Department will consider options for future investments. Indeed, I hope that I can make progress where even Mrs Thatcher failed.

Before I go on, I will respond to a couple of the points made by the hon. Member for Birmingham, Northfield (Richard Burden). He recognised that the previous Government had been engaged in a degree of stop-go—mainly stop in terms of the A303. Although he recognised that fact, there was no straightforward apology, and I was rather perturbed to hear him say that when they left office, they had a costed plan. Nothing was costed when the previous Government left office. The public finances were in a catastrophic state. Indeed, when they had some money in 1997, when they took office, they announced a moratorium, so I will take no lessons from the Opposition on how to organise a road investment programme.

We have controlled spending so that we can increase genuine investment, and we will build on the previous work done in planning the feasibility of this route. On timing, we have set ourselves an ambitious programme, and we hope to have some news in the autumn statement. Indeed, when the announcements are made in the autumn, it will be interesting to hear what the shadow Chancellor says about following through on the promises when the Labour party writes its manifesto.

[Alison Seabeck]

The Minister is talking about financing and the envelope in which we are all working. Has consideration ever been given—this will not be popular in some parts—to tolling a tunnel and paying for it that way?

[Mr Goodwill]

I made it clear in front of the Select Committee last week that we are certainly not going down that route. The decision on the A14 Huntingdon bypass makes that very clear indeed. In fact, I was reported as saying we have drawn a line in the sand on that one.

As part of the progress we are making, Department officials met local stakeholders in Taunton on 24 January to discuss the scope of the study, and officials are working to incorporate the views of stakeholders when finalising the scope.

I said that it may be useful to set out the historical background in terms of the previous proposals for major strategic improvements to the road. Proposals to complete the dualling of the A303 were made in the 2002 London to south-west and south Wales multi-modal study, and, together with improvements to the A358 between Ilminster and Taunton, they could have created a second strategic route to the south-west. However, by 2007, with the cancellation of the Amesbury to Berwick Down scheme owing to increased costs and the south-west region’s conclusion that some schemes could not be funded from the regional funding allocation, the Highways Agency was no longer able to progress the proposals.

My hon. Friend may also be aware that Somerset county council held a summit with other relevant stakeholders in 2012, the outcome of which was a commitment for further work on the relative prioritisation of potential interventions and consideration of possible funding avenues. A grouping of local authorities and local enterprise partnerships produced an initial analysis and business case for future improvements to the A303 corridor, to reiterate the importance of investment in the corridor. This work provides a useful starting point for more detailed work into the consideration of possible solutions to the problems along the A303.

On this Government’s commitment to infrastructure investment, we have already announced increased levels of Government funding to deliver improvements all around the strategic road network, targeted at supporting economic growth. Our commitment to deliver a step change in future investment in transport infrastructure was made clear by the Chancellor in his statement of 26 June last year, which announced the conclusions of the Government’s 2013 spending review.

The Treasury’s Command Paper, “Investing in Britain’s Future”, set out that the Government will invest more than £28 billion in enhancements and maintenance of both national and local roads, as my hon. Friend the Member for Tiverton and Honiton (Neil Parish) mentioned. This includes £10.7 billion for major national road projects and £4.9 billion for local major projects. More than £12 billion has been allocated for maintenance, with nearly £6 billion for repairs to local roads and £6 billion for maintenance of strategic roads, including resurfacing 80% of that network.

As my hon. Friend the Member for Salisbury is aware, for future investment planning, the Highways Agency is conducting its route-based strategy process, which involves local stakeholders in the consideration of future priorities. It might be helpful to say a little more about the agency’s approach, because that is the mechanism by which we will consider the investment needs of the entire strategic road network.

In our May 2012 response to the recommendations of Alan Cook’s report, “A fresh start to the strategic road network”, we agreed to develop a programme of route-based strategies to inform the identification of future transport investment for the entire strategic network. Route-based strategies will provide a smarter approach to investment planning throughout the network and see greater collaboration with local stakeholders to determine the nature, need and timing of future investment that might be required on the network. We will produce a uniform set of strategies for the entire network, including the A303, as part of the south west peninsula route-based strategy.

The Highways Agency completed a series of local engagement events last autumn to help identify performance issues and future challenges. I welcome the enthusiasm with which stakeholders in the south-west, including those in my hon. Friend’s constituency, have participated so far. The agency and the Department will use the evidence to prioritise and take forward a programme of work to identify indicative solutions that will cover operations, maintenance and, if appropriate, potential road improvement schemes. Route-based strategies therefore provide an opportunity for stakeholders to provide evidence about problems on the A303, so that the need for improvements can be considered and a plan for future investment developed.

My hon. Friend highlighted the issue of congestion on the A303 and the problems experienced as the road passes the Stonehenge world heritage site. The Government very much recognise such issues and the importance of transport infrastructure to support the economy. We are committed to identifying and funding early solutions to the longstanding problems on the A303-A30-A358 corridor, initially by undertaking a feasibility study.