Arms to Syria

Debate between Bernard Jenkin and Brooks Newmark

Thursday 11th July 2013 Commons Chamber

[Mr Bernard Jenkin (Harwich and North Essex) (Con)]

rose—

[Mr Newmark]

rose—

[Mr Baron]

I give way first to my hon. Friend the Member for Harwich and North Essex (Mr Jenkin).

--- Later in debate ---

[Mr Brooks Newmark (Braintree) (Con)]

In the land of the blind the one-eyed man is king, and I have probably spent more time in Syria than most Members of this House, including meeting Bashar Assad up to 10 times over a six-year period. My experience of Syria is very different from the Syria we have heard about today. Syria has always been a highly secular country. There is no Salafi tradition in Syria; it has more of a Sufi tradition and a mystical approach to Islam. There was no sense of radicalism there, so how have we got from where we were to where we are today with a highly sectarian divide and the potential for a fragmented Somalia on the Mediterranean?

We must remember how this began, which was when a 13-year-old boy in Daraa had the audacity to urinate on a poster of President Assad. The security forces took him, beat him up, killed him, cut off his penis, and returned him to his parents. That sparked massive outrage among civilians in five different cities and was the beginning of the Arab Spring. Those who point to hardly any complicity of the Assad regime in causing what is happening today should think carefully. It made a very bad situation worse with civil disobedience met by repression. Ultimately, individuals felt that they had to protect their communities, and small militias were set up in various towns. The Free Syrian Army was really a fragmented group of people, and only more recently has it become a little more co-ordinated under General Idris. The Syrian National Council has been equally dysfunctional and has not sought to reach out at all beyond the Sunni community.

In February when I was in Cairo, there was an opportunity and the Russians said that they would try to lead engagement. The regime was feeling insecure, but unfortunately Minister Lavrov dropped the ball. He did not do anything and, in fact, the opposite happened. Iran and Russia provided more arms, and the Iranian Revolutionary Guard bolstered the Assad regime, including his personal bodyguard, which became a member of the IRG. Until then I had always believed in engagement, but Al-Qusayr was a turning point. The regime knew it could not win alone, so Iran and Hezbollah came in and gave it the support to win Al-Qusayr. I changed my mind and believe that one needs to do a little more than simply provide humanitarian aid. From my understanding of Assad, he will have to be pushed, or driven kicking and screaming to the negotiating table.

My solution is fivefold. First, radical diplomatic engagement is absolutely necessary including—I agree with all Members of the House—with Rouhani and the Iranian regime. This is time to press the reset button.

[Mr Jenkin]

Does my hon. Friend agree that if we persist in doing nothing, the situation will continue to deteriorate and the radical Sunni factions will come to dominate the opposition to Assad? They are providing a playground for terrorism, where British citizens are going to train as terrorists and coming back to this country.

[Mr Newmark]

Yes, my hon. Friend is absolutely right. In fact, there are 70 to 80 citizens of the United Kingdom who are today with Jabhat al-Nusra and the more radical groups. However, those groups represent only 5,000 or 6,000 people on the ground, versus the silent majority of 15 million Sunnis.

The second part of the strategy, beyond radical diplomatic engagement, should be containment. We must protect the likes of Lebanon, Jordan, Iraq and Turkey from becoming infected by this explosion. Thirdly, we must provide more aid, not just to Jordan and Lebanon, but internally.

A120 (Colchester)

Debate between Bernard Jenkin and Brooks Newmark

Tuesday 4th June 2013 Westminster Hall

[Mr Bernard Jenkin (Harwich and North Essex) (Con)]

I am extremely grateful for the opportunity to debate this issue and I thank the Under-Secretary of State for Transport, my hon. Friend the Member for Lewes (Norman Baker), for being present to reply.

The A120 is a major economic artery in north Essex. Its route follows the old Roman road of Stane street from Standon in Hertfordshire, through Colchester and on to Harwich. Today, it is the vital trunk route from the M11 and Stansted airport to the port of Harwich. Its importance nationally, regionally and locally was recognised when the Department for Transport published a route-based strategy for the A12 and the A120 earlier this year. The route supports the national and regional economy by providing the link from London and the south-east to the ports of Harwich and Felixstowe and on to Europe. Locally, it is used as a commuter route, serving the growing towns of Chelmsford, Colchester and Ipswich.

The road will be functioning above capacity by 2021, and will struggle to keep up with demand if the large amount of growth proposed for the towns and cities along it is built. A significant level of growth is planned along the route in terms of jobs and houses. The key areas are around Chelmsford and Colchester, but the port of Harwich is also expected to expand.

Despite all that, the A120 is not designated as part of the core network, which prevents the road from qualifying for access to the £13 billion pot of funding in the European Union’s trans-European network fund—if we are going to pay into it, we may as well get our money out of it. There is no excuse for that; it is the only road in the UK connecting a major port to a major airport.

Improvements to the road were the subject of a section 106 agreement that was included in the Bathside bay planning application for the development of a five-berth container port at the Harwich International port. The development, however, is on hold due to the downturn in world trade, so the improvements suggested in the section 106 agreement, which would have addressed the failings I am about to discuss, will not happen in the foreseeable future. Improvements cannot be left any longer, and certainly cannot remain dependent on future developments and planning applications.

The key safety concerns must be addressed. In particular, the stretch spanning the three junctions of Harwich Road, Pellens Corner and Park Road is extremely dangerous. At each of the junctions, traffic turning right must cross the central reservation and oncoming traffic, which is travelling at the national speed limit of 70 mph. The geography—the ground rises, and there is a bend towards the Pellens Corner junction—makes it extremely difficult to judge the speed of oncoming traffic. Derek Hambling, the manager of local bus company Cedric Coaches, whose drivers use the junction every day, comments:

“I have seen many near misses where cars have been edging out to see past my bus as I wait to turn right towards Elmstead and have made traffic on the A120 swerve to miss them.”

Following a spate of accidents, works were carried out in February and April 2012 with the aim of making those junctions safe—I am grateful to the Highways Agency for its efforts. The overwhelming response from members of the public who use the junctions, however, was that the changes did not make the junctions any safer. In fact, drivers found that the new road markings made the junctions harder to navigate and even more dangerous. I speak from my own experience, because it is possible to lose the sense of where one is in the junction on a dark and rainy night, even if only driving down the A120.

[Mr Brooks Newmark (Braintree) (Con)]

I am listening to my hon. Friend with great interest, in particular as he discusses accidents that can happen. The focus of his interest is the eastern section of the A120, but, west of there and still on the A120, between Braintree and Marks Tey, there are two other accident points. One is at the turning of Bradwell village, where I live, where numerous accidents happen, and a bit further along at the junction between—

[Mr Newmark]

Does my hon. Friend agree that more investment is needed on the A120 west of Colchester as well as east of it?

[Mr Jenkin]

The three junctions I mentioned raise questions about the safety management of many similar junctions on the trunk road and motorway network: are they given sufficient priority? If as many injuries occurred on the railways or in the aviation industry as occur on our roads, far more money would be spent on that, and a far higher priority would be given to it than is given to these accident black spots. That is the point that I think my hon. Friend wants me to make about the junctions he discussed.

Fortunately, we have not had any fatalities at the three junctions since the works were completed—perhaps that is a benefit of the changes—but there has been a steady stream of serious collisions, often resulting in severe injuries, proving that that stretch of road remains extremely unsafe. We have been lucky. During the 12 months since the junctions were improved, there have been 10 incidents, nearly seven times the accident rate that would be expected statistically speaking. Prior to the junction improvements, the accident rate was 6.3 per 12 months, or 4.6 times the average expected statistically. The junctions were already dangerous, and may now be even more dangerous. Those figures again bear out Derek Hambling’s observation:

“It is much more dangerous than it was before the changes.”

The Highways Agency accepts that more needs to be done to improve safety on this stretch of the A120, and I am extremely grateful for its responsiveness. However, it carried out a further safety audit which gave rise to its proposal to close the gaps in the central reservation so that drivers would no longer be able to turn right off the A120 across the path of the oncoming traffic. That will stop accidents at the location, but it is not a practical or safe solution.

First, it will significantly increase many local journey times, including those for emergency vehicles responding to call-outs. Scheduled public bus services will be affected, and adding half an hour to a local bus journey is not unforeseen. There is no doubt that it will damage the local economy. Nigel Dyson, vice-chairman of Little Bentley parish council, commented:

“Since 2005 we have been fighting to stop the deaths on the A120 and get a solution”

but

“we are really no closer to doing this, and just to plunge our villages into chaos is not the solution.”

We must be mindful of the problems that that would cause for local businesses. Steve Wilcox, chairman of Little Bromley parish council, pointed out:

“The impact on local businesses will be significant. There are a number of businesses in Little Bromley”—

and in other villages—

“which operate on small margins, relying on deliveries or visiting trade. The pub trade, which is already struggling, would be dealt a serious blow putting them at risk in the village and the surrounding areas…The closure of these crossovers will affect a great many communities within Tendring, particularly the small rural ones struggling to thrive. Communities as far away as Clacton, Walton, Frinton and Harwich will also be affected.”

A local pub landlord told me:

“The closure of the access from the A120 to Little Bromley from Harwich, Clacton and surrounding villages will have a devastating effect on the future of the pub. As well as being a locals’ pub over 50% of our customers currently travel from these areas.”

That closure will put traffic back on to local back roads, with the attendant safety risks, and this is the point I want to concentrate on. One local couple said:

“There have been too many injuries and too many deaths over the past ten years, please do not relocate these accident black spots on to our country lanes.”

Many of the back roads and country lanes are very narrow and totally unsuited to a volume of commuter or bus traffic.

A long-term solution is needed. Ideally, it will include a roundabout to cater for two junctions, and closure of the third junction. This proposal is supported by Cedric Coaches, and the Highways Agency describes it as

“a viable long term option”.

However, the money must be found. There is an economic case for it at local and regional levels, given the importance of the road and the junctions to the local economy; but most importantly there is a strong case based on the improved safety that it would bring to the junctions, which they have lacked for so long.

In the meantime, interim measures are needed. The preservation of life and avoidance of more accidents is paramount. I recognise the pressure on the Highways Agency to act, but I share the overwhelming view expressed by local residents that closing the gaps in the central reservation cannot be the long-term solution. Peter Halliday, leader of Tendring district council, states:

“Whilst we acknowledge the safety issues that present themselves to road users at these junctions, the compounding of rural isolation their closure would cause is unacceptable for our district. In particular those residents and businesses that rely on two way access onto the A120 and those that simply need to cross the road to go about their daily routine. We simply cannot understand why, as is the case in other locations, speed reduction measures can’t be put in place to reduce the regularity and severity of collisions and free unfettered access to the major trunk road be maintained.”