Transport in Hertfordshire

James Heappey Excerpts

Tuesday 4th June 2019 Commons Chamber

[Bim Afolami]

I agree with the hon. Gentleman. Good infrastructure matters. It is the difference between being a developed advanced country and not being one. The ability to get into work in a timely manner is critical to the economic and social wellbeing of a country, particularly in constituencies such as mine that rely on commuting. He talks about potholes and roads. I will come to this later. Roads are the essential lifeblood of pretty much every small business, of people taking their kids to school, visiting family, seeing friends or just conducting everyday business. These things may appear small, but they are critical.

That leads me to trains. Many in the House will have heard me talk many times about trains. I can see my hon. Friend the Member for Wells (James Heappey) in his place. He has heard me bang on about this many times.

[James Heappey (Wells) (Con)]

I never tire of it.

[Bim Afolami]

Hitchin station in north Hertfordshire serves 3.2 million passengers a year—1.3 million more than nearby Letchworth. Everybody in the House will be aware of the debacle in the rail industry in May last year with the big timetable changes, which did not go well. Like many others, Hitchin suffered severely, although there were some improvements. People going from Hitchin into central London no longer have to change at King’s Cross St Pancras but can run all the way through the core of London to the south of London, which many constituents have told me is a significant improvement that has considerably improved their commute. That should be noted and welcomed.

That said, there are significant problems with the timetabling, particularly with overcrowding. This is a big problem, and not just because it is uncomfortable; it can often be a health problem, especially in the summer—and we are getting into warmer weather now. For anybody who has a disability or is pregnant or feeling ill, it can be a significant problem when commuting to and from work. The overcrowding is basically due to the fact that since the timetable changes there are fewer peak time trains from Hitchin and the trains stop more often going into London. This increases the overcrowding.

The Minister or any of the millions of people watching might think me just another MP whingeing about his local train service, because that is what local MPs do, and that is partly true, but unless the things that local MPs bring to this House, often after being begged by constituents, get heard, and unless constituents can see they are being heard and that their concerns are being acted on, there will be a crisis of trust not just in the local MP, but in the Government and Parliament as a whole, as a means to resolve the issues that people face. On these sorts of issues, I urge people—I know that the Minister, being a very good champion of his own constituency, understands and cares about this—to think about these things very deeply. Constituents email or write to their MPs, but they have better things to do; they do it because it matters and significantly impacts on their lives.

The Department for Transport does not run all the trains. It is not in charge of every driver of every route. The Transport Secretary does not determine every train timetable in and out of Hitchin or anywhere else. The Department sits atop a structure that includes Network Rail, which is responsible for the infrastructure and stations, principally, and for timetabling, and the operators —in our case, GTR—which are responsible for running services under franchise agreements with the Department. My contention is that GTR has not treated Hitchin as a major station. It has treated it as just another station in north Hertfordshire and not adequately appreciated the fact that it is the main station in that area, and this has had real consequences.

To best illustrate these consequences, rather than use my own words—we have heard enough of those already—I thought I would gather up some emails that I have received in only the last 72 hours about the train service from Hitchin. Constituent 1 told me—I will not name them because then they might appear on Google and it would all be terribly embarrassing, but I will quote them directly:



“I am still to gain an answer from GTR as to why the station of Letchworth has seen such vast improvements in service over the past 12 months whilst the Hitchin service remains relatively unimproved. Letchworth now has the same frequency of peak trains as Hitchin (despite the fact that Hitchin has almost double the annual usage) as well as gaining Direct services”

—to London—

“(which Hitchin commuters had previously lost). As a committed campaigner for a greener future yourself I can see no logic in the fact I can now drive to Letchworth station rather than walk to nearby Hitchin, and still get to London faster?”

Here is another example, from Mandy.

“Please can you explain to me why every time there is a school holiday”

GTR

“are totally unable to run anything approaching an acceptable service?”

Chris writes:

“Hello Bim…Can I ask what can and will be done? The service provided…is abysmal and must be a serious consideration when people of our age are looking to relocate out of London. It must also affect the prosperity of the area as so many of us commute. The costs are enormous yet the service is poor at best.”

Mike says:

“Hi Bim,

The trains are worse than ever, it’s been a complete disgrace since the May timetable changes. Most seem to be around lack of staff? I don’t understand…

Are you able to find out if they’re lying to us? I just want to be able to get to work in the morning and home in the evening.”

I will not continue, but I have received those emails over the last 72 hours, and I have received hundreds more over the last 12 months. This is a real problem with which I believe GTR has manifestly failed to deal. What do we need? The answer is simple. In Hitchin, we need more peak-time trains leaving between 07:30 and 08:30, and more peak-time trains arriving between 18:00 and 18:45. I ask the Minister to deal with that specifically in his response.

Let me now turn to Harpenden, the equally loved station in my constituency. GTR has been pretty unwilling to accept that any changes are necessary, but in the case of Harpenden it has openly admitted that its actions last May caused severe difficulty. It has been quite candid about that, and has engaged with me several times on the subject of the station and the trains. That culminated in a meeting that I arranged in February this year with representatives from St Albans, Luton, Bedford and, obviously, Harpenden: commuter groups, local MPs, officials from GTR, and various people who decided to turn up. That was a big room.

The stated aim of the meeting was to deal with the problem at Harpenden, because everyone in the room recognised that there was a problem. Honest, open views were exchanged, and by the end of the meeting everyone had agreed that Harpenden needed at least two more peak-time services that would otherwise stop at Luton, because the number of commuters between Luton and London was infinitesimal compared with the number at Harpenden. That was agreed by everyone in the room—except the hon. Member for Luton South (Mr Shuker). The hon. Gentleman is not here and cannot defend himself, and I do not blame him for what he said. He felt that the issue affected his station, he did not want to be on record as having accepted that any station in his constituency had “lost” services to Harpenden, and he objected.

GTR manifestly failed in its duties. It is no way to run a process to accept that there is a problem—everyone is in a room with all the passenger loading data, the information and the evidence, and everyone agrees that in Harpenden services are needed from Luton rather than Bedford or St Albans—and then to hide behind an effective veto from a local MP. I do not believe that that is the way to run a service.

This afternoon I spoke separately to the Minister and to the rail Minister, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones). Will the Minister commit himself, on behalf of the Department, to meeting me, various officials from the Department—if he wishes—and local commuter groups, along with GTR, to establish, finally, how we can broker some sort of agreement or solution to the problems faced at both Hitchin and Harpenden? That would be welcomed not just by me but, most important, by my constituents. Then, finally, we might achieve a resolution and an endgame to the problems that we face.

A connected, although separate, issue is the long-proposed rail freight site at the Radlett aerodrome, on the same line, which may not be advantageous to commuting services. Will the Minister confirm that the Government are no longer seeking to include that in their rail freight plans for the south-east?

I have dealt with the issue of trains. Let me now turn to the issue of Luton airport, which, surprisingly enough, is in Luton. It is in Bedfordshire, which is right next to my constituency. Constituents of mine live less than 200 yards from the runway. It is a rapidly growing airport: it handles more than 16.6 million passengers a year; and passenger numbers over the last 10 years have grown by over 80%.

If the House will indulge me, I will explain why I am particularly concerned about Luton airport beyond the fact that the disruption to my constituents from both noise and air pollution has grown significantly. Luton airport is owned by London Luton Airport Ltd on behalf of Luton Borough Council, which is also the planning authority hitherto responsible for approving increases in the allowed numbers of passengers. In December 2017, Luton Borough Council put forward a plan to expand Luton airport—a huge expansion, going up to 38 million passengers, which was later reduced to 32 million. I think, however, that everybody can appreciate that that is a significant increase from the current limit of 18 million passengers.

I am completely opposed to this proposal for expansion of Luton airport, but that is a subject for another day, because the processes of how it will be submitted are still being gone through and the Government have already accepted that the increase is so great that the application will go to the Planning Inspectorate at central Government rather than be decided by Luton Borough Council. I would make this point about Luton airport: it is not the right place for a major airport the size of Gatwick. Its location on a plateau means that topographically it is closed by fog and bad weather much more frequently than most airports in the south-east. The dense pattern of settlements around Hertfordshire and that part of the country—whether Hemel Hempstead, Harpenden, St Albans or large villages—means that significant numbers of towns and villages face growing amounts of noise and air pollution and traffic on rural roads, and particularly in my constituency.

Returning to Luton Borough Council’s role, to be frank, my constituents—and, I know, many constituents in Hertfordshire generally who are overflown by planes from Luton airport—do not trust the council on this issue, because there is a conflict of interests: Luton Borough Council owns Luton airport. I want to be very clear that I am not alleging any specific illegality or impropriety—I have no evidence of that—but, as all of us here know because we are politicians, the appearance of fairness is often as important as fairness itself and there is a significant trust deficit between my constituents, many people in Hertfordshire and Luton Borough Council and its role vis-à-vis the airport.

In December 2013, Luton Borough Council approved a proposed expansion of 9 million—from a limit of 9 million passengers to 18 million passengers. That proposal was in 2013, so only six years ago, but it was meant to take place over a 15-year period up until 2028, and the project was designed to be a balanced one that matched growth with mitigation measures for traffic, air pollution, noise pollution and the like. On the face of it that seems a broadly acceptable way of proceeding, or at least it seemed so at the time.

Since then I am afraid we have seen a lot of growth; in fact, as I have said, we are already getting up to the limit of 18 million passengers in 2019, despite the fact that we are only meant to get to that point by 2028. There has been lots of growth but no mitigation. In fact it has been worse than no mitigation; things have got worse—things have been going backwards. Noise for my constituents, which blights them every single day—and night, as I will come on to—is getting worse and worse and worse for those who are unlucky enough to live beneath a flight path.

Luton airport is now in breach of a key noise control planning condition known as the night noise contour. Broadly speaking, limits were set on how much night noise there should be and Luton airport has exceeded that limit. Here I come to the problem with Luton Borough Council: guess which body will be making the decision on whether Luton airport will be able to breach its agreed planning condition, which was expressly designed to limit noise that affects Hertfordshire? That body is Luton Borough Council.

People might think that, just because the council owns the airport, it would not necessarily approve any expansion, and that is of course true. I am sure that it will say that there are strict Chinese walls in its organisation, and perhaps there are. However, Luton Borough Council receives more than £20 million from Luton airport from dividends alone, and we can see the direct incentive to make the airport grow as fast as possible so that Luton gets the gain from the growth. I accept that there is significant economic gain for Luton; I do not deny that. However, the pain—in terms of increased traffic on small rural roads, increased noise and air pollution and significant disturbance—will come to my constituents and the people of Hertfordshire. Luton gets the gain and Hertfordshire gets the pain.

Does the Minister agree that planning conditions governing aviation noise and emissions are a key part of maintaining the balance between growth and environmental protection to which the Government’s aviation policy framework aspires? Does he condone the failure of Luton Borough Council to enforce a key planning condition despite the fact that the airport has breached the condition for the past two years and that a further breach of the same condition is predicted for this year? Will he, on behalf of his colleague, the aviation Minister in the other place, agree to the aviation Minister or another Minister from the Department sitting down with me and other local representatives and campaign groups from Hertfordshire to discuss whether the decision should be called in, in the light of the breach of the noise planning contour at Luton airport, such is the disturbance that this is imposing on my constituents?

We spoke about roads and potholes at the beginning of the debate, and I want to put on record that Hertfordshire County Council is doing its level best to improve the state of its roads. It has done well, and I call out Councillor David Williams, the leader of the county council, for working hard on this and making it a focus, but the council needs more money. I urge the Minister and the Department to keep in mind that we are not there yet. The money has increased, but there needs to be significantly more to improve the state of our rural roads in Hertfordshire and across the country.

On the roads we have cars, and we also have buses. Buses are the lifeblood of rural areas for elderly people or those who cannot afford a car. They cannot get anywhere without an adequate bus service, but in many parts of my constituency the local bus services have worsened and are inadequate. The village of Redbourn is an example, and I call out Councillor Victoria Mead for her absolutely fantastic campaigning to improve the bus service from Redbourn. Various villages to the south of Hitchin also have failing bus services that need support and improvement, and I urge the Minister to take a look at this issue in rural areas. How can we help our local bus services? I will work with him on anything that he and the Department wish to do.

I am a realist; I know that there is no magic wand. These issues are structural—whether they involve trains or Luton airport—and they take time. They are complex and difficult, and as I have said, the Government are not the only actor involved. However, I am asking the Government—in addition to answering the precise questions that I have mentioned—to lean in a bit more heavily on the side of the people and against the interests of GTR, which is not taking my constituents’ concerns adequately into account, and against the unbridled, unfettered growth of Luton airport by Luton Borough Council, which is pursuing this reckless growth and profit without taking Hertfordshire residents into consideration. Let us work together to ensure that we improve the lives of the Hertfordshire residents that I and many other colleagues are here to represent.

Draft Railway (Licensing of Railway Undertakings) (Amendment Etc.) (EU Exit) Regulations 2019 Draft Train Driving Licences and Certificates (Amendment) (EU Exit) Regulations 2019

James Heappey Excerpts

Tuesday 19th March 2019 General Committees

[Hon. Members]

Hear, hear!

[James Heappey (Wells) (Con)]

There is enthusiasm for that one!

[Andrew Jones]

Our country has had several decades of that, and it led to significant decline. That is not an area on which we are seeking agreement today.

Bus Services Bill [Lords]

James Heappey Excerpts

2nd reading: House of Commons
Wednesday 1st March 2017 Commons Chamber

[Chris Grayling]

We have never argued, and I do not seek to argue, that the state has no role to play. Indeed, one of my Department’s priorities is to drive forward with smart ticketing across the country on our rail networks in a way that integrates with our bus networks, given the widespread use of the ITSO system on our buses. I do not disagree with the hon. Lady about the desirability of integration, although we might differ over the role of the private sector, which I think adds value that the public sector cannot add.

[James Heappey (Wells) (Con)]

It is interesting to hear colleagues representing metropolitan areas talk about the hundreds of routes they have available. Will the Secretary of State comment on the effect of the Bill in rural areas where there are no routes? I welcome the flexibility and focus on community transport it will bring, but will he say how it might lead to a greater provision of bus services in rural areas?

[Chris Grayling]

I was about to come to that. The essence of the Bill is partnership. In the public transport arena, partnership between the state and private sector is really important. Through the provision of greater flexibility, the Bill will allow for enhanced partnerships that take forward existing partnership arrangements. In a rural area—where it is not always about building bus lanes, for example, but about other ways of improving services—the Bill will give local authorities greater flexibility to work with a private operator in a new and enhanced partnership that delivers improvements without some of the straitjackets in the previous arrangements. And of course we will continue to fund community transport, which plays an important role in many parts of the country, particularly rural areas. The Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), who will speak later, plays an active role in making sure we do the right thing by community transport.

I will wrap up now to give others time to speak. I want to make clear what the Government do not want the Bill to do. As I said, this is not the Bill the Government originally introduced or the Bill we intend to deliver on to the statute book, subject to the consent of the House. The amendments in the other place on opening up the automatic access to franchising powers to all local authorities would reduce certainty in the bus market and reduce investment and the attractiveness of bus services being offered. It would not be good news for bus passengers and certainly not for bus manufacturers and the people who work in those factories right across the UK, from Ballymena to Stirling and Yorkshire. We will therefore bring forward an amendment to reinstate the two-step process for non-mayoral combined authorities wishing to access franchising powers.

We shall also seek to reinstate the ban on local authorities setting up new municipal bus companies. My view is that local authorities have other priorities today, and this is about partnership between the private sector and the public sector. That is the big difference between the Government and the Opposition. They do not want the private sector investment that comes in and delivers better and newer buses, providing jobs in Ballymena. They want to go back to the days of the past, but we are not going there as well.

--- Later in debate ---

[Andy McDonald]

I think that I am being invited to write a manifesto at the Dispatch Box. I am quite happy to do so, Mr Deputy Speaker, if you could just give me a few minutes. My hon. Friend is absolutely right to highlight the gross imbalance in spending in this country. In the north-east of England, we spend £229 per head of the population on transport, compared with £1,900 per head in London, so there is an imbalance. Undoubtedly, that must be corrected if we are to rebalance our economy in the UK.

It is interesting that this denial of opportunities to start up a new municipal company flies in the face of some of the more successful companies in the country. Why on earth would people not want to have a look at that as an option? There is no suggestion for a single second that there will be a mad rush of local authorities wanting to do this. They will want to weigh up and do what is best for their localities. Why on earth a Conservative Government would want to deprive them of making that choice is beyond me—or perhaps it is not.

[James Heappey]

I warmly welcome the shadow Minister’s announcement that he supports the view of many rural Conservative MPs that transport infrastructure spending should be redistributed to the regions, away from London. Too much has been spent there for too long, while too little has been spent in rural areas in particular. Does the Mayor of London agree with him?

[Andy McDonald]

I am sure the Mayor of London well and truly acknowledges that other parts of the country outside London need to have the benefit of investment, but this does not have to be an either/or. It is a question of priorities and making sure that we do not ignore vast swathes of the country.

We won on an amendment on Report in the other place to extend powers to re-regulate bus services to all areas. I hope that the Government’s stated commitment to devolution and improving bus services is not restricted to those areas that have struck deals for combined authorities with elected mayors. Labour was successful in removing clause 21, which would ban local authorities from forming their own bus companies and replicating the success of existing municipal companies. As the Minister is surely aware, municipal bus companies often outperform their rivals. Nottingham City Transport, for example, achieved a 97% overall satisfaction score in the most recent Transport Focus survey, while none of the big five bus operators broke 90%.

Removing the incentive to profit from operations can allow a greater focus on the social and economic purpose of bus services, meaning that buses can better cater for the social or business needs of a particular geography. Labour did not introduce a clause mandating municipal operators, but simply removed a clause prohibiting them, because we believe that there is not a one-size-fits-all model for running bus services. Indeed, there are a number of solutions for different areas, and it follows that, given the success of existing municipal bus companies, localities may judge that the municipal model is best suited for their area and may wish to attempt to replicate that success. If the Secretary of State is committed to devolution and believes that devolved authorities should be allowed to choose the best model to meet their needs, I hope that the Government will accept that the option of municipal operation should be preserved and that clause 21 should not be reintroduced.

We have an opportunity with this Bill to make significant improvements to bus services and, as a consequence, the social and economic life of much of our country, but Labour wishes these opportunities to be available across England, not just in some areas, and to be available to the fullest extent possible. We are happy to support this Bill, but ask that the Secretary of State listens to the forthcoming arguments—on both sides of the House, no doubt—and commits to transforming bus services in England for the better.

Ultra Low Emissions Vehicles

James Heappey Excerpts

Wednesday 1st February 2017 Westminster Hall

[James Heappey (Wells) (Con)]

It is a pleasure to serve under your chairmanship, Mrs Moon. I echo the words of my hon. Friend the Member for Taunton Deane (Rebecca Pow) in congratulating my hon. Friend the Member for South West Bedfordshire (Andrew Selous) on securing the debate.

I agree with all that has been said about the need to promote ultra low emissions vehicles. It is clear that we have to do so to meet the carbon targets that we have committed to and because air quality is increasingly featuring in the public conscience. Court cases about air quality may force the Government’s hand more quickly than the requirement to meet our carbon plans.

Our plans to reduce transport emissions by 2020 are already quite challenging. The Energy and Climate Change Committee, on which I previously served, produced a report that looked at how the Government are progressing towards meeting those targets. It was apparent that hitting the targets we set for 2020 will be very difficult indeed. The transition to biofuels will help, of course, but there are real challenges to achieving that transition, given the capability of some of the cars currently on the road. Obviously the quickest way to meet those targets, both for 2020 and beyond, is to adopt ultra low emissions vehicles.

The technology is hugely exciting. When the Select Committee visited California just before we finished compiling our last report, we visited Tesla. Seeing the vehicles there, I came to understand that they are no longer golf carts or milk floats; they are proper cars that will really excite people the world over and will achieve significant saturation, even if the market is left to its own devices. A small plug: I am delighted that Tesla is going to come and speak to the all-party parliamentary group for Globe UK, which I chair, in a few weeks’ time to explain its vision to colleagues in Parliament. Of course, other manufacturers are doing great things, too—it is not just Tesla—but I have seen that factory, and what it is doing really is very impressive.

The argument for such cars is compelling. They are not milk floats. They have all the gadgets and oomph—I think that is the technical term—that cars need to turn the heads of proper petrolheads. They are also amazingly cheap to run. Of course, they now accelerate like proper cars and have all the gadgets inside like proper cars, but it is the fact that they can run for hundreds and hundreds of miles for pence that makes the real difference.

I agree with colleagues that the existence of a second-hand market is important. As my hon. Friend the Member for Taunton Deane rightly said, the Government should focus their attention on really screwing down on the fleets to ensure that they are aggressively encouraged to become ULEV fleets as quickly as possible. Vehicles are invariably in fleet service for only a very short time—a year or two—and it is those vehicles that filter through to the second-hand market most quickly.

The Government need to address three barriers to the roll-out of electric vehicles, which the Minister has heard me talk about previously. First, we need to get the charging network right. The challenge is not the charging network at service stations on motorways and trunk routes, because service stations all over the country now have electric charging points. Nor is it the charging network on driveways at people’s homes, because the Government’s excellent grant scheme ensures that when someone buys an electric vehicle they can install a charging point on their private land. It is residential curbside charging, particularly in areas of high population density. If someone goes out in any direction from here, it will not be long before they find high concentrations of people living with no private parking. Having a curbside charging network—probably buried in the curb stone—would be an extraordinary infrastructure project.

[Rebecca Pow]

My hon. Friend is making a serious point. Is that not where the hubs that I talked about could be useful? We could have hubs in various areas in cities so that people do not need to park and charge on the curbside; they can go to the hub, which they join on a membership basis.

[James Heappey]

I, too, had the pleasure of meeting EV Hub, and its initial model focuses on commercial fleets. The reality is that, if every vehicle has to go via one of those hubs when it leaves its parking spot each morning, the scale of the demand will be unworkable. We have to find a solution to curbside charging for those who do not have off-road parking of their own.

We also need to find a way of incentivising businesses to install electric vehicle charging points in their work car parks. When we visited California, a number of businesses made a great virtue of that and let people charge their cars for free while they were working. It would be worthwhile to find a way of encouraging businesses to do that.

The second barrier is the preparedness of the energy system itself: quite simply, do we have the generation capacity to meet the likely increase in electricity need? Is the energy system—the wires and switches—capable of dealing with the clusters in demand when a lot of EVs are charged in one street or neighbourhood at the same time? Is the system smart enough yet? Has it been digitised so that we can mitigate that clustering in both time and space by load-shifting, so that cars are charged when the energy is available at the cheapest possible point? We risk exacerbating the peak energy price in the evening if we do not have that digitised load-shifting capability in place. If everybody comes home and lazily plugs in their car before they go inside, alongside switching on the kettle, cooking supper and all the other things that go on in homes when people first get home at night, demand will increase massively.

Thirdly, people will need certainty about the future tax regime for how we charge people to drive cars. It is blatantly obvious that Her Majesty’s Treasury is not going to give up the receipts it currently gets for fuel duty without a compensating tax in place, and I suspect that that will be very pricey. If we are really going to encourage people to go for electric vehicles, we need to be very clear—perhaps in a Green Paper alongside the modern transport Bill—about what we are thinking of for an alternative way of raising tax from motoring once people transition and we lose the fuel duty.

We can work through all that, but the Government need to be clear about their role in encouraging the transition. The grants that are in place are doing an excellent job and, as a result, people are being encouraged to look at EVs in particular. The more EVs come down in price and, crucially, the more they increase their range, the more people will see them as a viable option and be incentivised by the grants. The size of the grants will be the indicator of how serious the Government are about facilitating the transition.

My plea, however, is that we do not penalise the drivers of diesel cars. I declare an interest as the driver of a diesel car, who thought I was doing the right thing by buying one, because it produced low emissions and was efficient. We have our diesel cars now and, if we are to be incentivised to transition away from them, the Government need to recognise that we did not do the wrong thing by buying them—quite the contrary, we thought we were doing the right thing.

The transition is happening, the technology is compelling and Government intervention is the throttle in the process. To meet the fourth and fifth carbon budgets, however, we surely require the Government to put their foot down fully on the accelerator.

[Several hon. Members rose—]

Great Western Line: Electrification

James Heappey Excerpts

Tuesday 22nd November 2016 Westminster Hall

[James Heappey (Wells) (Con)]

It is a pleasure to serve under your chairmanship, Mr Hollobone. I congratulate my hon. Friend the Member for Bristol North West (Charlotte Leslie) on securing this debate, and for representing my parents-in-law so well.

It was a real blow to hear that the electrification of the great western main line would be deferred beyond Bath Spa, not least because as Members for the south-west region, we had all rather hoped that over the course of this Parliament we would be making the case for electrification to go on beyond Bristol to Weston-super-Mare, to Taunton and then on down into the far south-west. The fact that we are now here asking for it to be electrified to Bristol as originally planned is somewhat disappointing.

I have just one station in my constituency, Highbridge and Burnham, which is some way south of Bristol, although many people commute from there to Bristol and on to London. Many more of my constituents access the rail network in the constituency of my hon. Friend the Member for Weston-super-Mare (John Penrose) at Worle, or that of my right hon. Friend the Member for North Somerset (Dr Fox) at Yatton. So my constituents have a real interest in seeing the electrification to Bristol completed and journey times improved, as well as commuter capacity.

In the brief time I have today, I have a couple of asks. First, bimodal trains are hugely impressive in the technology that they employ, but there is a sense that they have one foot in the past with diesel and one foot in the present with electrification. Given that so many of the bimodal trains operating out of Paddington towards Bristol Temple Meads will continue their journey on from Temple Meads to Weston, Taunton or Exeter, is there not a case for unmuzzling those trains—as the trains that operate on the Reading/Castle Cary/Taunton line have been unmuzzled—so that they have a bit of extra oomph to accelerate while under diesel power?

Secondly, my hon. Friend the Member for Bristol North West raised the arrival of the additional rolling stock from the Thames valley, given the deferral of the electrification there. That is a real issue. I know from conversations earlier today with the Minister that it might be that the arrival of that rolling stock is not to do with the deferral but with delays elsewhere. Either way, that rolling stock is absolutely key. The commuter belt around Bristol—I know the part to the south particularly well, but I am sure it is the same for parts to the north and east as well—is increasingly congested. Two or three-carriage trains trying to serve those routes are simply not enough. We urgently need that rolling stock to come down from the Thames valley to serve the growing rail demand in the west country.

The Minister kindly came to the launch of the Peninsula Rail Task Force report. I ask him to ensure that all the things in that report about resilience in the far south-west do not find themselves competing with the very urgent things that need to be done to improve connectivity to Bristol.

Oral Answers to Questions

James Heappey Excerpts

Thursday 17th November 2016 Commons Chamber

[Mr Speaker]

I never cease to be impressed by the varied life experience of the hon. Member for Wolverhampton South West (Rob Marris).

[James Heappey (Wells) (Con)]

Does the Secretary of State share my concern that the reduced growth deal 3 offer made to the Heart of the South West local enterprise partnership has threatened a number of important road and rail improvement schemes in Somerset? Does he also agree that driving growth through improvement to transport infrastructure should trump the devolution agenda?

[Chris Grayling]

First, it is important that the funding we allocate to different parts of the country delivers real improvement, whether to congestion and connectivity, economic development or housing. I met the Secretary of State for Communities and Local Government earlier this week to discuss the issue. No offers have yet been made on funding to LEPs; that will happen shortly.

HS2 Update

James Heappey Excerpts

Tuesday 15th November 2016 Commons Chamber

[Chris Grayling]

My view is that this is about transport improvements around the country. I, of course, regard improvements in Wales as extremely important. I met the Minister responsible for transport in Wales last week, and we will work together to deliver the improvements that Wales needs.

[James Heappey (Wells) (Con)]

Thank you, Mr Speaker, for indulging a west country interloper on these proceedings. I very much welcome the improved connectivity to the midlands and the north that HS2 will bring, but an awful lot of the country lies to the west, so it is regrettable that key parts of the electrification programme on the Great Western railway have been deferred. As we build an economy that works for all parts of the UK, will the Secretary of State look again at the benefits of running fully electric trains all the way from Paddington to Bristol Temple Meads, which for so many rail users is the entry point to Somerset and the whole of the south-west of England?

[Chris Grayling]

I am as frustrated as anybody by the challenges we have had on the Great Western railway route. One of the great ironies is that while the Labour party attacks us on rail issues and talks about the need for renationalisation, one of its targets is the one bit of the rail industry that is in the public sector. The fact is that Network Rail has not been involved in electrification for many years. It did virtually nothing in Labour’s years in power. This first project has developed more problems and challenges than expected, but I still want it to be completed as quickly as possible.

Electric and Hybrid Electric Cars

James Heappey Excerpts

Wednesday 6th July 2016 Westminster Hall

[Neil Parish]

I could not agree more. Although this debate is about electric cars, hydrogen will also play a really important role. May I take this opportunity to wish Wales all the very best for tonight? May they get through to the final, because England cannot seem to manage to do it. I hope Wales do very well.

A project in my constituency in Devon is currently considering a car hire hub at junction 27 of the M5. People will be able to come by train to Tiverton Parkway and hire electric cars. It has not been built yet but I hope it soon will be, because it is a really good idea for Devon and for the countryside.

It is also vital that the Government ensure that many of the new charging points offer rapid charging, either by alternating current or direct current. Rapid AC chargers can charge an electric vehicle up to 80% in 30 minutes. That is essential, because one reason why people do not always buy electric cars is that they fear they will take a long time to charge and that they do not travel a great distance. In 2015, only 20% of UK chargers were rapid chargers. When the Government roll out new charging points, they need to ensure that the majority of them are rapid, so that drivers can quickly recharge and continue their journey. The Government should ensure that every petrol station has rapid charging facilities.

[James Heappey (Wells) (Con)]

My hon. Friend makes an excellent point. Our hon. Friend the Member for Montgomeryshire (Glyn Davies) secured a similar debate in this Chamber a few weeks ago, in which I made the point that when the petrol combustion engine was rolling out at the beginning of the last century, the cars came before the petrol stations. Rather than focusing on the provision of charging points, the Government should focus on incentivising the take-up of electric cars. The charging points will surely follow.

[Neil Parish]

My hon. Friend makes an interesting point, and I shall move on to incentivising people to buy electric cars to get more of them on the road. However, I emphasise that the two aspects need to come largely together. The shortage of charging points may be one reason for people not buying the cars in the first place. We have to have both.

Actions the Government have taken include the plug-in grant of up to £5,000 for cars and £8,000 for vans; setting up the Office for Low Emission Vehicles; additional conversion funding for vans and lorries; funding for all Government car fleets to go electric—I see the odd Land Rover and Range Rover here outside, but I think all Ministers ought to be in electric cars—and tax benefits and exemptions for electric vehicles.

The Government should supercharge their efforts to incentivise electric vehicles. The Chancellor has rightly cut fuel duty since 2010; the Brexiteers raised the prospect of exempting fuel from VAT during the referendum campaign, but they seem to have gone remarkably quiet about it since then. There should be a similar push to incentivise the use of electric and hybrid vehicles in the Department for Transport and in Government more widely.

What about future policy development? Some innovative towns and cities, such as Milton Keynes, have new schemes—free parking, charging hubs, bus lane priorities—to boost electric vehicles. The Government should copy local authority best practice on electric cars. They must recognise that electric vehicles are part of the future of our transport. Electric car registrations are predicted to outstrip petrol and diesel vehicles by 2027, and it would be good to achieve that before then. Private car ownership is dropping in many cities, including London, with a move towards car sharing, car pooling and taxi services. Shared transport becoming cheaper should encourage the business community to adopt rapid electric cars more quickly. Transport businesses support electric vehicles, because they are reliable and efficient. The Government must be alive to incentivising businesses, through better infrastructure and lower cost, to move their car fleets over to electric vehicles.

To ensure that electric and hybrid vehicles, which are much quieter than conventional vehicles, are safe for blind and partially sighted people, we must make sure that they make some sound so that people know they are coming. It is a huge advantage to have very quiet vehicles, but if they are too quiet there can be a danger.

I am now getting to my recommendations—I am sure the Minister will be pleased that I have made a few along the way. Electric and hybrid vehicles are the future; they are cleaner, quieter, greener and go a long way to reducing air quality problems. The Government should greatly enhance current programmes. Fewer than 1% of cars on British roads are hybrid or electric vehicles at the moment, so we need to go much faster. The Government’s modern transport Bill will offer a great opportunity to take the necessary steps. I know we have heard this many times over recent months, but let us copy the Norwegian model. If we put the infrastructure in place and create the incentives, electric car usage will rocket.

Let us have a Government commitment to rapid AC or DC chargers within an average of 1 mile of every home in Britain, not the current 4 miles; proper, generous incentives for electric vehicles for both business and private ownership, including tax breaks, toll exemptions and access to bus lanes; an integrated part of the gov.uk website that shows every electric public charging point in the UK and how many rapid charging points are available; and a statutory obligation for every new petrol station to contain electric car charging points. Let’s get this show on the road. I look forward to the Minister’s response.

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[James Heappey (Wells) (Con)]

I congratulate my hon. Friend the Member for Tiverton and Honiton (Neil Parish) on securing this debate.

I am enthusiastic about electric vehicles but realistic about the pace at which they can be rolled out, so while I will of course talk about the digitised and electrified nirvana that awaits, it is important to recognise that biofuels will probably need to do the heavy lifting in the meantime, as we try to meet our decarbonisation targets on the roads. I want to talk briefly about three areas of Government policy: fuel duty, low-carbon generation capacity and the preparedness of our energy system.

On tax, road duty is worth about £27.2 billion a year, which is about 4% of the Exchequer’s money. That is a significant amount of money that Her Majesty’s Treasury will not be ready to give up in a hurry. As far as I can work out, there are just over 30 million cars on the road, driving just under 400 billion kilometres a year, which means an average of about 13,200 kilometres, 760 litres of petrol and therefore about £460 of fuel duty per vehicle. The big challenge for the Department for Transport is to work out how that £460 of fuel duty per vehicle can be transferred to some other tax, be that car tax—although then we could be talking about paying £500 or £600 of car tax per vehicle—or a road pricing scheme. However, there is no way that I can see the Treasury giving up that tax take all together, so surely the DFT has a plan for what might go in its place.

On generation capacity, Bloomberg envisages that, on current expectations, by 2040 electric cars will require about 1,900 terawatt-hours of electricity around the world. That represents about 10% of what we are currently generating globally. That is quite a challenge, because the easiest thing to do is to build gas-fired power stations or, worse, coal-fired stations to meet that increased requirement for generation immediately. However, then we would not actually be achieving any sort of decarbonisation, because the cars would be charged with electricity that has been produced from dirty fuels, which are potentially more polluting and send more carbon into the atmosphere than using some modern petrol engines.

Therefore, we need to be focused on creating the renewable generation capacity to meet that increase in demand. However, people will want to plug in their car and charge it when it needs to be charged. They will not be willing to do so only when the wind is blowing or the sun is shining, so in parallel with embracing the opportunities provided by EVs, we need to ensure that we are considering the opportunities for storage of power and demand-side response within our energy system, so that renewables can be made to work.

Finally, on the preparedness of our energy system, Ofgem’s “My Electric Avenue” trial has demonstrated that there are significant limitations in the ability of our current distribution networks to provide charge, particularly when cars are clustered. As I understand it, around 30% to 40% of our energy system would immediately need to be improved if we are to make sure that charging is realistic. This is not just about the number of charging points; it is about the ability of the energy network behind those charging points to carry the energy to the required areas so that cars can be charged.

The Secretary of State has been to see the Energy and Climate Change Committee, on which I sit, on many occasions, and she has told us of a mythical cross-departmental Cabinet-level working group that is working on all these things. We have pushed her quite hard on who sits on it, how often it meets and where we can see the minutes of those meetings, but they do not seem to be forthcoming. Will the Minister reassure us that the Department of Energy and Climate Change, the Department for Transport and the Treasury are working on these issues in parallel? If he can give us an update on any of the issues I have raised this afternoon, that would be helpful.

Electric and Low-emission Vehicles

James Heappey Excerpts

Wednesday 15th June 2016 Westminster Hall

[Glyn Davies]

I thank my hon. Friend for that intervention. That is a comment I have heard before. However, we are developing a completely new technology. The aim is lower emissions. We are trying to reach a decarbonisation target. Unless we achieve the aim of decarbonisation, this industry will not deliver what we want. However, I think that in the longer run, this is the route that we will go down. Practically, this is what is going to happen, and we need to take commercial advantage of this opportunity.

[James Heappey (Wells) (Con)]

My hon. Friend has secured an excellent debate, and he is being a very useful advocate for electric cars. However, does he agree that the great advantage of electric cars, as part of the electrification of both transport and heat, is that they present a fantastic storage opportunity within the grid, which may help us to achieve our decarbonisation targets, rather than making them more difficult to achieve?

[Glyn Davies]

Again, that is a hugely helpful contribution to the debate. I am on the Environment and Climate Change Committee with my hon. Friend, and we know how important the development of storage is for the future. Electric cars are potentially one of the major means of storage. If their use develops quickly, as I expect it to, they will be a major contributor right across the board to our meeting our decarbonisation targets.

I do not disagree with the Minister; I hope that he can respond to the questions that I have put to him. This debate is the start of a major discussion about the development of a new industry, and I look forward to hearing his response to it. In closing, may I say how grateful I am to those hon. Friends who have intervened? They have made very good points that I probably should have included in my speech.

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[Mr Goodwill]

Thankfully it is not nitrous oxide, which would be a laughing matter. Nitric oxide and nitrogen dioxide are major pollutants. Of course, now that we know more about what is happening in diesel engines after the Volkswagen scandal came to light, the Government are working on that issue. Indeed, I am working with my fellow European Ministers, particularly those in Germany, to address that problem. Sustainable vehicles such as electric and hydrogen cars, which produce no tailpipe emissions, will certainly play a very important part in the transport sector.

It is interesting to note that although the record on car emissions has been disappointing, trucks have been operating pretty much as they should, mainly due to the fact that the monitoring equipment, which previously was too big to get in the boot of a car, is now able to be put on the back of a lorry. So the truck and bus sectors have actually been very good.

Since 2011, more than 70,000 claims have been made for plug-in car and van grants. At least £400 million has been committed to this scheme. With the grant guaranteed until at least March 2018, tens of thousands more motorists will be helped to make the switch to a cleaner vehicle.

Electric vehicle sales are now growing rapidly. Registrations reached a record high in 2015, as 28,188 new electric vehicles arrived on UK roads. More electric vehicles were registered in the UK in 2015 than in the previous four years combined. I am very proud of that progress. Electric vehicles have the potential to unlock innovation and create new advanced industries that spur job growth and enhance economic prosperity.

The low emission vehicle industry already supports more than 18,000 UK jobs and is a key pillar in our ambition for a low-carbon, high-tech, high-skills economy. The UK is already attracting global investment. Nissan’s LEAF, which is built in Sunderland, makes up 20% of electric vehicle sales across Europe. Geely has pledged £300 million to make plug-in hybrid taxis and vans at a new plant under construction in Coventry, creating 1,000 jobs. Ford’s Dunton technical centre in Essex is one of only two global hubs for the development of its electric powertrains.

Support for electric vehicle charging infrastructure has also facilitated the growth of home-grown and ambitious small and medium-sized enterprises. For example, in 2015 Chargemaster, a company that designs and manufactures its products in Milton Keynes, launched its new UltraCharger, which is already being sold in the UK and abroad.

The electric vehicle market is already a success story for the UK, but we need to maintain momentum if we are to meet our ambitious goals. We recognise the need to develop manufacturing and servicing skills to support the growing ultra-low emission vehicle market. The Government have set out an industry-led approach to skills training and apprenticeships. The new Institute for Apprenticeships’ programmes are already emerging, for example at Gateshead College’s skills academy and at Nissan in Sunderland. I understand the point that my hon. Friend the Member for Montgomeryshire made: as cars get older and move down the vehicle food chain, so to speak, there will be more call for servicing at local garages. It is important that they have the skills to service the vehicles safely and so ensure that we do not have any nasty accidents.

In terms of air quality, the Office for Low Emission Vehicles’ “Go Ultra Low” city scheme is dedicated to supporting cities across the UK to deliver transformational change. Some £40 million has been awarded to eight cities delivering more infrastructure, including lane access, additional planning requirements and a host of other measures. Those exemplar cities will be key in demonstrating ways of addressing air quality issues. The Government-backed self-regulatory body for the motor industry is committed to maintaining high standards covering new technologies, warranties, car service and repair. The garage finder helps locate businesses committed to the Chartered Trading Standards Institute’s approved code of practice. I hope the progress we made through the block exemption on data for the servicing of conventional vehicles will also help people access the data they need to service these new kinds of vehicles.

Thanks to Government leadership and growing private sector and local authority engagement, the UK now has more than 11,000 public charge points, including more than 850 rapid charge points. That is the largest network in Europe. There are also more than 60,000 domestic charge points. The latest statistics suggest that the average distance to the nearest charge point is just over 4 miles in Great Britain, although I admit that my constituency is a little bit of a charge point desert, and I hope that will be addressed. There are a number of such locations; the constituency of the Secretary of State for Transport is another that does not have a large number of charge points, and we need to address that in parallel with the tourist industry.

[James Heappey]

In advance of the Energy and Climate Change Committee’s hearing about electric cars last week, I did some work to look at the roll-out of petrol pumps for petrol engines a century ago. It was clear that the car came first and the petrol network thereafter. Incentivising the uptake of electric cars must surely be the priority, rather than incentivising the roll-out of charging points. Will the Minister comment on how the Department for Transport and the Treasury intend to compensate for the loss of petrol pump tax revenues as a result of an increased uptake of electric cars?

[Mr Goodwill]

I suspect that that question should be put to the Chancellor of the Exchequer, but falling duty levels from petrol and diesel because we have embraced this new technology would be a very good problem to have. Dare I say it, but I am sure the Chancellor or future Chancellors will come up with other, more devious ways of collecting tax from everyday people. As someone who owns a car constructed in 1900, I am well aware of the problems—particularly in the UK, as we were so slow to embrace the gasoline engine car—that people had refuelling their cars. They are not unlike the problems that people are having in charging their electric vehicles.

The electric vehicle only really makes sense on a slow overnight charge, when we have surplus electricity in the grid. Although fast charging is there to address issues of range, there is not really a prospect of thousands and thousands of cars up and down the country fast-charging at service stations. Electric cars make sense in terms of overnight charging at home.

A point was made earlier about sustainable electricity. We talk about zero tailpipe emissions, but that electricity has to be generated somewhere. Germany has sustainable delivery, but given its decision to abandon its nuclear programme and rely more on fossil fuels, the way that hydrogen and electricity are generated is a problem when it comes to better electric and hydrogen vehicles. Norway, with its large amounts of hydroelectricity, is well able to take that up.

Another point raised in an intervention was about electric cars as a means of storage. I was recently at a conference in Germany, where that issue was raised with Tesla. One of the issues is the number of cycles that a car’s battery may have to undergo if it is used as a means of storing electricity to be released into the grid. Some of the manufacturers are concerned that the battery life of their vehicles—it is very good, and better than many expected—could be compromised by large numbers of charge cycles being used in that way. An alternative is that when cars are scrapped the old batteries could be put into banks and used for emergency power supplies in hospitals or to augment the grid.

Road Routes to the South-West

James Heappey Excerpts

Tuesday 1st March 2016 Westminster Hall

[Neil Parish]

In fairness, I think that the Government gave a great deal of money for potholes, and the county councils, particularly Devon County Council, worked very hard on the problem. We have to deal with potholes because they cause accidents and damage cars. It is essential that we get that work done but, in fairness to the Government, they did give something like £8 million to Devon to solve the problem of potholes.

I am dealing with Highways England regarding the A35. We are looking for a solution to slow the traffic and make the Hunters Lodge junction safer—we must deal with that. Upgrading the whole corridor of the A303, A30 and A358 would create 21,400 jobs and boost the local economy by some £41.06 billion—a key delivery for the long-term economic plan for the south-west. Other benefits would include £1.9 billion of transport benefits due to reduced journey times and greater resilience.

[James Heappey (Wells) (Con)]

My hon. Friend mentioned the long-term economic plan for the south-west, with which the Minister will be familiar. It was delivered 13 months ago, almost to the day, and he very clearly pledged £7.2 billion for wider transport improvements in the south-west, £3 billion of which was for roads. I hope my hon. Friend would agree that today would be a good time to hear an update on how the spending of that £3 billion is going.

[Neil Parish]

My hon. Friend raises a good point. We are keen to hear from the Minister exactly how the spending is going and when we are likely to see diggers arriving to construct the roads, as my hon. Friend the Member for Plymouth, Sutton and Devonport (Oliver Colvile) said earlier. We look forward to that answer.

Additionally, as my right hon. Friend the Member for East Devon (Mr Swire) reminded me, the A30 is a stretch of road that runs past Exeter airport and that by no means constitutes low noise. He is particularly keen for the concrete motorway to be quietened—I suspect he tried that when the Minister came down the A30. It is definitely dualled, of which I am jealous, but there is an argument about the noise caused by the road. The village of Clyst in the East Devon constituency is hit by the double whammy of noise from the airport and from the roads.

Furthermore, the A30 is the main carriageway for motorists travelling westwards towards the Exeter and East Devon growth point, which is also in the East Devon constituency. The growth point, as my right hon. Friend pointed out to me, includes the brand-new and fast-growing town of Cranbrook, the science park, the business park, Skypark and, as mentioned previously, Exeter airport. The Minister was in Cranbrook just last week for the opening of a new train station, and he will have seen at first hand that improvements to the A30 would be a big boost to the growth point and therefore the wider economic area. The only way to achieve those figures is to upgrade the whole A303/A30—I may possibly have mentioned that before. That second arterial route into the west country would create a natural flow of traffic, as much of the London traffic would be dealt with, thereby creating the sensible and logical division of traffic that we need.

I ask the Minister for assurances that all those projects will be given the go-ahead. Please show the same confidence in the south-west that all of us here today share and recognise. We have been given a brilliant opportunity to develop as part of the long-term economic plan not just for the west country but for the whole country. Will he encourage Highways England to work with Devon County Council on the design of the roads through Honiton and Monkton, all the way through the Blackdown hills to Ilminster? Devon County Council has done a lot of work on that. Finally, we say to the Chancellor: please may we have these funds? They have been promised, and we look forward to seeing them.

--- Later in debate ---

[James Heappey (Wells) (Con)]

It is appropriate that a fellow south-west MP should be in the Chair for this important debate, Mr Gray.

Given the time available, I will move quickly to my shopping list for the Minister, but not without first saying that the unveiling of the long-term economic plan for the south-west last year was an important moment in the election campaign, because it clearly demonstrated that a Conservative Government would have the south-west at the heart of their thinking and would recognise that investment in south-west infrastructure had for too long lagged behind other parts of the country. Since the election, we have had an opportunity to debate at some length the problems with our broadband in the region, and the other night we had an excellent debate led by my hon. Friend the Member for Torbay (Kevin Foster) on the area’s rail infrastructure. Today’s debate on roads is similarly important.

I will briefly focus on two areas, the first being our region’s strategic connections. The M5 is closed too often. Traffic gets south of Bristol and is too often met with a traffic jam that closes the road, which has an impact on the visitor economy not just in Somerset but in Devon and Cornwall. On a Friday evening, many restaurants and campsites are left without their Friday evening’s revenue because people are still stuck in and around Avonmouth on the M5. The A303 and the A358 are clearly important improvements for us to make to take some pressure off the M4-M5 interchange. Those improvements must be made as quickly as possible, but with them must come a traffic management system that goes all the way back to the eastern end of the M4 so that people are advised to take the A303 and A358, if that route is the clearest, when trying to access the south-west. We must also make more effort to connect our road network with our rail and air transport hubs. At the moment, too many of our railway stations and airports are too far removed from decent roads, which also stands in the way of economic development.

My one entirely parochial plea, having spoken about the importance of the A303 and the A358—that is without doubt the most important improvement we must make to our region—is that, locally, there is a challenge in accessing the northern part of Somerset. There is an east-west connection on the M4 corridor. The next proper east-west trunk road is the A303 and the A358 in their current state; there is nothing in between, unless we accept the Bristol southern ring road, but that really serves Bristol’s suburbs, not the county of Somerset, north Somerset or north-east Somerset.

Although my hon. Friends the Members for Bath (Ben Howlett) and for North East Somerset (Mr Rees-Mogg) are both encouraging improved access off the M4 beyond Bath and down into west Wiltshire and Somerset, we are also looking at improvements from junction 23 of the M5 along the A39 and the A361 to open up eastern Somerset and west Wiltshire from the M5 corridor, too. I plant that in the Minister’s mind, as I will be coming to speak to him about it in due course. It would make a significant difference to access for that part of Somerset, which at the moment runs the risk of becoming a rock in the stream as everything moves around it very quickly on the A303 or the M4/M5. That does no service to my constituency, where there are huge opportunities for a relatively small number of very short road improvements—probably an extra five miles of road. With that, I cede the floor so that others can put their shopping lists on the record, too.

--- Later in debate ---

[Richard Burden (Birmingham, Northfield) (Lab)]

I congratulate the hon. Member for Tiverton and Honiton (Neil Parish) on securing this debate and indeed all the hon. Members who have contributed to it. They have demonstrated the widespread concern that exists about the need for improved road infrastructure in the south-west. That concern has existed for decades, including concern about a second route through from London to sort out the issue of the route through from the M5, and so on.

[James Heappey]

I am sure that the hon. Gentleman has heard enough today to be impressed by the need for improvements to the road network in the south-west. Does he agree, therefore, that the commitment to abandon the A358 improvements that was made in the Labour party manifesto last April was deeply misguided, and will he reassure us that his party has already abandoned that commitment?

[Richard Burden]

I will come on to some of the history around this issue in a little while, so perhaps the hon. Gentleman can just be a little patient on that point.

I will just offer apologies for my right hon. Friend the Member for Exeter (Mr Bradshaw). I heard his name come up before. He takes his duties as a member of the Health Committee very seriously and it is meeting at this moment.

The A303 has occupied a lot of the discussion today. Clearly, it is a road that has tested the ability of successive Governments to deliver the kind of objectives that we have been talking about. I think that there was broad support for the road investment strategy that was announced in 2014. However, what I am concerned about and what I would like to press the Minister on today is that despite the Government’s commitment of £2 billion for seven road schemes in the south-west up to 2021, I am not sure that the numbers add up and I am not sure that the start dates are anything other than aspirational.

What we know is that when the previous Labour Government left office, the Highways Agency had a costed and timetabled plan to improve the A303 and to dual the A358 from Ilminster to Taunton, to remove the need to create a new dual carriageway through the Blackdown hills. What we also know is that after 2010 there was a rowing back on capital investment that was worth around £4 billion in total. So when we hear now about this £2 billion coming back in to fund some of these projects, it is important that we interrogate the Government about it a little bit.

According to the pages for the seven schemes on the Highways England website, only five of them have estimated costs and, if I have added up the figures for them correctly, their combined total comes to £2.15 billion. That is already more than £150 million over the £2 billion budget without the other two schemes being considered, and before scope creep and other inflationary pressures are considered.

In March 2015, the Government produced their “feasibility study” of solutions for an alternative road route to the south-west. However, I wonder what it all means, because it is about two years ago—in this very hall, actually—that I pressed the Minister’s predecessor to ensure that that study would lead to progress, but the future seems to be about as clear as mud at the moment.

The status quo pleases no one and it is necessary that we find a solution to the A303 and to Stonehenge. As far as I can see, however, the bottom end of the current cost estimates already seems to double the £410 million estimate that led Labour to review the costs back in 2005. So, can the Minister confirm when he expects a costed and timetabled set of options for the road? In the meantime, has he asked Highways England to evaluate short-term and medium-term options to improve traffic flow and alleviate congestion? Also, can he satisfy concerns that the current front-runner—a 2.9 km tunnel—would protect the integrity of the archaeological site, as required by article 4 of the world heritage convention? And in the event that the Government cannot satisfy the objective of providing a fully costed and timetabled proposal by 2017, what would he do? Would he consider, for instance, handing this work over to the National Infrastructure Commission to consider?