Oral Answers to Questions

David Heath Excerpts

Thursday 5th March 2015 Commons Chamber

[Claire Perry]

I did not see the information because I was on the phone to the chief executive of Network Rail. A budget is a budget. Unlike the hon. Gentleman’s Government, this Government have a track record of bringing in major infrastructure projects such as the Olympics on budget and on time.

[Mr David Heath (Somerton and Frome) (LD)]

Travel to the west country is often massively disrupted by incidents between Reading and Paddington. Given the huge investment that has gone into Reading station, is it not possible to find alternative means of connectivity between Reading and London—Reading is virtually becoming a London station—so that people from the west country can get in and out of London perfectly easily?

[Claire Perry]

The hon. Gentleman—like me, he travels on that line—will have seen the many improvements to Reading station. It is not just a beautiful new station; there has been significant remodelling of the train paths, including a flyover of the freight line to reduce disruption for passengers. The hon. Gentleman will know that the Crossrail interchange, which will go to Reading, will lift about 10% of traffic off the rail network, giving passengers going to Reading a whole series of other options for connectivity right into central London.

Oral Answers to Questions

David Heath Excerpts

Thursday 10th July 2014 Commons Chamber

[Mr David Heath (Somerton and Frome) (LD)]

I know the Secretary of State visited the west country a few weeks ago. Did he come back as committed as I have been for 30 years to finally doing something to improve the iconic A303?

[Mr Goodwill]

I had the pleasure of travelling down the A30-A303 corridor with another colleague who has an interest in that matter. A number of areas along that road were pointed out to me, including the difficult Stonehenge area and the Blackdown hills area, which is more difficult for another reason, and where there is some low-hanging fruit that I hope we can address. That is one of six key routes that we have identified as needing improvement, and I suspect that my hon. Friend will have to wait for the autumn statement to hear further news.

A303

David Heath Excerpts

Tuesday 4th March 2014 Westminster Hall

[Mr David Heath (Somerton and Frome) (LD)]

In my 17 years in Parliament—other than the period when I was a Minister, when I had to secrete references to the A303 in answers on other things—there has not been a single year in which I have not raised the issue of the A303, so I am particularly grateful to the hon. Member for Salisbury (John Glen) for securing this debate, and for introducing it so well. The A303 is a special road. It is a road of myth and legend, about which books have been written and films made. It is Britain’s mother road. Sadly, it is a neglected mother, because successive Governments have failed to put in the investment needed, and it is frankly unfit for purpose. That is the simple point that many of us have made year after year to Government.

The hon. Member for Salisbury concentrated, quite reasonably, on Stonehenge, which is the major difficulty along the whole road. I hope that he will forgive me for concentrating, despite the fact that we do not have megaliths to hand, on the portion of the road that runs through my constituency, the Sparkford to Ilchester stretch. We have a couple of listed world war 2 hangars turned into houses that are of interest, but they do not quite merit the same attention as Stonehenge. Nevertheless, they are very interesting.

Sparkford to Ilchester is a stretch of road that should have been dualled a long time ago. There are reasons why it has not been, and in my view, those reasons are unsustainable. Casting my mind back a little, I remember appearing at a public planning inquiry in 1996 on the dualling of that stretch of the A303. Those of us who were in favour of dualling won the inquiry—the inspector found in our favour—and construction was about to start, when suddenly, in 1997, with the change of Government came a moratorium on all major road construction, and the Sparkford to Ilchester stretch was left out. That meant that work did not start when we hoped it would.

Then the regional bodies for local government in the south-west brought together the so-called south-west regional spatial strategy; very few people shed many tears when it went. Those bodies decided that the A303 should not be considered the second strategic route to the south-west. That was an utterly perverse decision, but of course the Government at that time, with many other demands for investment—

[John Glen]

In the north-east.

[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.

--- Later in debate ---

[Neil Parish]

I thank my hon. Friend for his comments. He is fighting the corner for Stonehenge, but if we improve the roads either side of Stonehenge, we will solve the Stonehenge issue. We do not want to say, as the previous Government did in many respects, that we will not spend any money on the A30/A303 unless the Stonehenge situation is sorted. I will support him all the way in whatever he wants to do to get his piece of the road done, but we should not let that be the piece that holds up the whole road. I will not necessarily throw all my rattles out of the pram—I will throw only a few of them—when the A30/A303 at the Honiton end, going east, is not the first part to be dualled. I believe that the dualling will happen, and it is right that it does. We are considering the long-term strategy for the south-west. The A30/A303 has to be part of that strategy. Businesses, the local enterprise partnerships and councils are all pulling together, which is amazing in itself, so let us not say that it has to be Somerset, Devon or Wiltshire. It has to be all of us pulling together.

[Mr Heath]

The hon. Gentleman is absolutely right that we need the Government to commit to a strategic plan for the whole A303 corridor. What part is done first depends on how quickly things can be worked up, how long the regulatory and planning processes take and all the rest of it. We know that some bits will be difficult and some bits will be easy, but we want the Government to commit to a comprehensive plan.

[Neil Parish]

The hon. Gentleman is right. The improvements are set up in five pieces for five different areas. Some of those pieces will be easier to start than others. I urge the Minister to get on with it. We have talked for an awfully long time, and people want to see something happening on the ground. We could do with a bulldozer or a JCB sometime before 7 May 2015. I do not know what is happening on that day, and the Minister cannot possibly comment.

--- Later in debate ---

[Mr Goodwill]

No, we hope to make better progress than that and to be in a position to make an announcement based on that study in the autumn statement this year. The good news is that that study is one of six on the strategic road network. The A303 is already in the final of that competition.

[Mr Heath]

The Minister should be aware that making such an announcement in the autumn statement, and it including the Sparkford to Ilchester stretch of the A303, will enable me to retire a happy man.

[Mr Goodwill]

I wish for no less for the hon. Gentleman, I am sure.

It might be useful to say a little more about the approach we are taking, as the feasibility study is the mechanism by which we will identify early solutions to the problems on the A303-A30-A358 corridor. The aim of the study will be to identify the opportunities and understand the case for future investment solutions on the corridor that are deliverable, affordable and offer value for money, including noise mitigation where appropriate, as my hon. Friend the Member for Salisbury suggested. Much work has been carried out, but agreement has not been reached on a set of solutions. It is therefore important for us to carry out this study to ensure that we understand the priorities for the corridor and that proposals for investment demonstrate a strong and robust economic case for investment, as well as value for money, and are deliverable.

Flooding: Transport Disruption

David Heath Excerpts

Thursday 13th February 2014 Commons Chamber

[Mr McLoughlin]

The hon. Lady, along with council leaders and leaders of the local enterprise partnership, met me last week when I was down in Plymouth. I told them, following my statement in the House last Thursday, that I would want to look at the long-term resilience of the south-west—that is very important—but when we get a storm of the nature of last night’s, it is not just the south-west we need to consider, so we need to investigate what she says further and more wholly. She has made her case for the south-west, and I will certainly work with her and other Members who attended the briefing—unfortunately I could not attend because I was preparing for the urgent question—held by the Under-Secretary of State for Transport, my hon. Friend the Member for Wimbledon (Stephen Hammond), just before this sitting.

[Mr David Heath (Somerton and Frome) (LD)]

The Great Western railway is effectively out of action and many of our roads are under water. This clearly demonstrates the vulnerability of the west country to weather conditions and our lack of resilience. Will the Secretary of State consider carefully the need to provide alternative main line railway routes into the west country and also look at the road situation, because at the moment we are dependent on the M5 and the totally inadequate A303?

[Mr McLoughlin]

I understand the points my hon. Friend is making. There are a few things we need to do. First and foremost, we need to reassure people that the south-west is open for business and that the road network overall is working well. This morning, I had a meeting with the country’s main coach operators about their laying on extra services, which they are doing, and as we approach next week’s half-term holiday, and the Easter break as well, people and businesses in the south-west want to get the message out clearly that they are open for business and that the south-west is not a closed area; and certainly the road network gives us that option.

On alternative routes, I want to see the Dawlish route reconnected as soon as possible—Network Rail estimates it will take six weeks, once it starts construction properly, to re-establish the line—but my hon. Friend is right that we should look at the lines that have been closed. It is not the fault of this Government, or even the last Government, that they are closed. Since 1965, successive Governments have seen development take place over some of these lines.

Ansford Railway Bridge

David Heath Excerpts

Wednesday 16th October 2013 Commons Chamber

[Mr David Heath (Somerton and Frome) (LD)]

I am grateful, Mr Deputy Speaker, for this opportunity to do something that, as a former Minister, I have been unable to do for the past three and a half years, which is to raise an issue in the House, on behalf of my constituents, in an area that was not my responsibility as a Minister.

There is a considerable groundswell of opinion in my constituency about the closure of a railway bridge in Ansford, very close to Castle Cary railway station, closing the A371, which runs through my constituency. The reasons for the disquiet are the length of the operation that Network Rail is effecting, the consequences for the local economy, the inconvenience to local people and the fact that those could have been mitigated with a bit more care on the part of the railway company. Having said that, I think we all understand the reasons for the bridge closure. It is an essential maintenance requirement; it is not in anyone’s interest that we have bridges over railways that fall apart and cause trouble. We all realise that occasionally significant works have to be done.

The closure of the A371 was originally mooted as a 24-week closure beginning in September 2012. I intervened, mainly because I felt that the notice given to local businesses and people was entirely inadequate, that no consultation had taken place—to anybody’s knowledge—and that it was simply inappropriate, in effect, to close down the town of Castle Cary over the Christmas period, with all the consequences that that would have had. To give credit to Network Rail, however, after those complaints, it recognised that there was a problem. It attended a meeting held in the area and listened to local people’s concerns, and it went away, determined to postpone the work and undertook to see how the works could be done in the shortest time and with the least effect on the local area. It then came back with a project to start in July this year, which it did, and to end, we hope, in mid-November—a 19-week period.

Let me be clear, however: 19 weeks is a very long time for a major road to be closed. It would cause enough disruption in a metropolitan area, but of course there would be alternatives. In rural Somerset, there are no easy alternatives, and the diversions are considerable. For light cars, it is 17 miles; for heavy goods vehicles, it is 32 miles, which represents a significant extra cost for companies whose main business is either freight or the delivery of products elsewhere in the country. South Somerset district council has estimated the consequences for the eight largest companies in the immediate vicinity of the road closure. Its reasonable estimate is that the additional cost for those companies alone is in excess of £1 million and that it will cost smaller businesses at least another £1 million. All that is without reference to the inconvenience and disruption to individuals. It might mean an extra 12 miles on the way to school or to work in the morning or added inconvenience for those rushing to catch a train at Castle Cary, one of the few viable train stations in my constituency providing a service to London. It is now difficult to get to it from one direction at least, which causes great difficulty.

If we were talking about a council—or, I would like to think, a Department—every effort would be made, as far as possible, to fit things in with local needs. Public accountability suggests that the organisation involved would be desperately trying to reduce the economic and social effects to a minimum, but Network Rail is of course not publicly accountable in that way, other than through the Department for Transport. Indeed, I am afraid to say that there appears to be no evidence that it believes it has any wider responsibility, other than to minimise its costs and do whatever is most convenient to itself. That is why local people are so upset.

I am glad to see the Minister here this evening, but I know that he cannot provide me with an enormous amount of comfort, nor do I expect him to—I know that because at the start of this work I was in correspondence with the then rail Minister. I know, too, that the Secretary of State for Transport has had discussions on this very subject with Mr Richard Fry of Frampton’s—a constituent of my hon. Friend the Member for Wells (Tessa Munt) and a representative of a freight company that is one of those most affected—yet all to no avail. In fact, if the Minister has been given the same brief as his predecessors—who is to know whether his civil servants have rewritten it?—he might employ the following sentences: “Network Rail is a private sector company limited by guarantee. The scope and duration of its engineering works are operational matters for the company in which Ministers have no powers to intervene.” If he finds that in his notes, I hope he will omit it and take it as read, because I know that that is the case. However, it in no way alters my contention that proper pressure should be applied on public bodies such as Network Rail.

My reason for securing this debate is to say that that answer and its consequences are simply not good enough, and things could be arranged better. Let me cover some of the things that might have been considered. One of the clear views expressed by my constituents is that, given such an enormously disruptive road closure, then ’twere best it were done as quickly as possible—that the minimum amount of time should be taken. That would involve working rather more than the minimum periods available, in order to get the job done. We discussed with Network Rail the possibility of night working—indeed, conditions could not have been better for evening or night work over the last few months—but that has not been forthcoming. We could have had weekend working, but no work has been done at weekends. We could also have had arrangements to provide for temporary daytime access or, if that were not possible, night-time access when no work was being done, but that was inconvenient and was not done either.

I know that with every major civil construction project people will say, “Nobody ever seems to be working on it.” Sometimes work is done that people are not aware of and sometimes a refractory period is necessary while concrete sets, for example. I understand that, but I assure the Minister that no one in the local area discerns any sense of urgency with this work. There is no sense that people are trying to get it done in the minimum amount of time. Indeed, they are simply dawdling their way through the project, with all the effects that that has.

[Tessa Munt (Wells) (LD)]

I agree with my hon. Friend wholeheartedly. I have written to the Minister about this matter, because a huge number of my constituents have been inconvenienced. I have also written to the company concerned, but at no point has it agreed to do anything like consider double working, triple-shift working or anything else that might avail the local community or Frampton’s, which my hon. Friend has already mentioned, and the other transport companies. Does he agree that that is the least that the company could have considered?

[Mr Heath]

I absolutely agree with my hon. Friend. I know that her constituents are feeling exactly the same pressures as mine are. This is not just a problem of unwillingness to think about the situation. It seems impossible for anyone—the Minister or anyone else—to apply pressure on Network Rail to make it acknowledge its responsibility to the local community. Closing a road has consequences, and it must be done for the minimum amount of time.

Network Rail could also have looked at alternative ways of undertaking the project. Such alternatives were offered, but they were rejected. It was suggested, for example, that temporary alternative bridge work might be put in place, but Network Rail was not prepared to consider that, on the ground of cost. Instead of repairing the bridge, it might have considered replacing it with a prefabricated alternative, which would have avoided the long delays altogether. Again, that was not considered. I understand that the Army offered to build a Bailey bridge as a temporary replacement. It offered to do it for free, as it would have found it a useful exercise; Network Rail would not have had to pay for anything except the pier supports. Again, the offer was rejected.

There are other things that Network Rail could have done to make life easier for local people. I mentioned that people are having difficulty getting to the railway station from Castle Cary, two miles away, simply because the link between the two is closed. However, they could have reached it if car parking had been provided on the right side of the closure, because people could have decamped by footpath from there to the station. That car parking was offered. Indeed, I understand that Michael Eavis, who runs the Glastonbury festival, offered to provide free use of the metal surfacing that he uses in his festival car park, to create hard standing in a field on the right side of the road closure, which would have helped local people. Again, that offer was not entertained by Network Rail. Apparently it is not even interested in getting people to use the railway if it is going to cost money.

Even the things that Network Rail did undertake to do have not been done satisfactorily. It said that it would provide full signage to show that the affected businesses were open, but the signage was still not in place long after the closure had been effected, and the businesses lost money. The signage that was eventually put up misled people. The situation on the ground is quite complicated, and I do not expect the Minister to understand it, as he is not a Somerset man. However, there is a road called the B3153, which goes from Castle Cary across a railway bridge that everyone assumes is closed, even though it is not, to places in the constituency of my hon. Friend the Member for Wells. The signs simply say that the railway bridge is closed, and everyone assumes that they refer to that railway bridge. Businesses have lost revenue as a result. The advertisements that were supposed to be in all the local newspapers and on local radio never quite transpired in the way that was suggested. Whenever anyone mentions compensation, people get very tight-lipped indeed. There is no suggestion that anyone will be compensated for these problems.

As I have said, the consequence of all this is that the estimated cost to the major employers in the area is about £1 million. In our terms, these are big local employers. They supply dairy products, veterinary supplies and pet foods. The cost to the largest one alone will be £350,000, because of extra fuel burn, the need for dual-crewing in order to meet the working time directive, and extra wages costs. These costs all add up. There will also be extra costs for the council as a result of damage to the highway network because, sadly, heavy goods vehicles are using inappropriate roads.

I do not believe that any of this was necessary. Network Rail could have done a better job for local people. I say that because an example from elsewhere has been brought to my attention. Work was recently done by Network Rail in Lewisham. I have no doubt that it involved important track work, and it cost £9.5 million. That includes £2.5 million to ensure the safety and protection of a wildlife area. I think it is good—no one should get me wrong on this—that money is being spent to protect such an area, but I would have liked that money to be invested not just because of Network Rail’s fear that wildlife protection groups would be on its back; I would have liked it to consider Somerset people as well—people who are losing their jobs and their livelihoods in local businesses as a result of what Network Rail proposed. I think £2.5 million would have paid for all that shopping list of mitigating factors.

This provides an object lesson in how not to take into account the needs of the local economy and the interests of local residents. I ask the Minister to consider this issue. If it were not a road that was closed, but a railway line, do we honestly believe that Network Rail would not have worked absolutely round the clock to get the line opened again—because its revenue would be affected? Do we not believe that Network Rail would have used every possible measure to maintain some traffic along the line, whether it be in one direction or the other, in a way that has not happened in the case of this road? In those circumstances, it would not have been 19 weeks; it would certainly not have been a five-day-a-week, 9-to-5 job.

Network Rail has done itself no favours whatever in community relations. I have to say that this is not the fault of the local community relations managers, who have been doing their level best to be as helpful as they can be within the constraints set by head office. The overall policy of Network Rail here, however, shows absolutely no regard for local interests. That is what concerns me—the attitude displayed by Network Rail. If anyone wants an indication of that, let me say that I wrote to the chief executive on 5 September, asking about the progress made on the scheme, asking when it could be expected to finish and asking when we could expect to see some of the accelerated work that had been promised. I received an acknowledgement on 11 September; I am still waiting for a substantive reply. I think that tells us everything you need to know, Mr Deputy Speaker. I hope that the Minister will be able to tell me that Network Rail is not completely oblivious—or will be made not to be completely oblivious—of the interests of the local communities that, as a public company, it is supposed to serve.

--- Later in debate ---

[Stephen Hammond]

I am coming to the construction of a temporary bailey bridge. I know my hon. Friend listened carefully to my remarks about strengthening the bridge to the level of 40 tonnes, and that is one reason for the delay. None the less, I am not trying to excuse the fact that the work will take 19 weeks. I understand the impact on local constituents, and my hon. Friends can be assured that this will be one of the issues that I will raise when I next meet Network Rail in my new role, as I expect to do in the near future.

Some issues were raised about why certain things may or may not have been possible. Consideration was given to whether a temporary bailey bridge could be installed while the main bridge was closed. I understand that the cost of the installation of the bailey bridge might have been greater than the cost of the refurbishment project itself. I must confess that what my hon. Friend the Member for Somerton and Frome said about the offer to build it at no cost was news to me.

[Mr Heath]

I hope that I did not mislead the Minister. I understand that the Army was prepared to build the bridge at no cost, but I accept that the building of the piering would have imposed a considerable cost on Network Rail. What I simply do not understand is why, given the disruption that is being caused, Network Rail is not working round the clock to complete the work as quickly as possible.

[Stephen Hammond]

I shall deal with that point in a moment. However, I am glad that there is agreement between us that the possibility of a bailey bridge was considered, although it was ruled out on the basis that it was not cost-effective.

I hope that my hon. Friend will forgive me if I skip the history of Network Rail, and simply tell him that it is a private company and there is no ministerial responsibility for its operation. Ministers are, however, able to speak to representatives of the company, and, as I have said, I will speak to them about his letter.

I am grateful to my hon. Friend for acknowledging the work being done through local consultation, and the fact that Network Rail listened to consultation at a time when some of the proposals were even less acceptable than they are now. He also acknowledged that a considerable amount of work was being done, and done much more quickly than before, in respect of the new road traffic orders.

I know that this will be of little comfort to my hon. Friend and his constituents, but I can tell him that following the pressure exerted on Network Rail by him and others, and by the Department, the repairs—which began on 8 July—have been speeded up, and the timetable has been reduced from 24 weeks to 19. I know that there have been problems relating to communication with residents during the consultation, but as he also acknowledged, some changes have been made as a result of the consultation.

I congratulate my hon. Friend again on securing the debate. He has described very clearly the concern and disruption that the works have caused to his constituents. Everyone accepts that if the works were not carried out, the structure would deteriorate. As for the operational details, I will write to him about them if he will allow me to do so, because I am not sure of the position. There may well be temporary problems because of the position of the rail track.

I think it important to note that, notwithstanding the frustration that has been caused, at the end of those 19 weeks this large maintenance project will have enabled the bridge to meet modern highway standards to an extent that was not possible before. I hope that my successors and those of the hon. Gentleman will not have to discuss the bridge for another 50 years.

Question put and agreed to.