Infrastructure Bill [Lords]

John Redwood Excerpts

Monday 8th December 2014 Commons Chamber

[The Minister of State, Department for Transport (Mr John Hayes)]

I beg to move, That the Bill be now read a Second time.

What a joy to perform once again in this theatre of dreams. What an honour to speak for the Government introducing this important Bill. What a responsibility this House has to create the future our nation needs, to build a Britain fit for generations to come and to plant trees for those born later.

Governments of all persuasions tend to neglect the long term. Perhaps that is the legacy of the post-war preoccupation with Keynes, who after all wrote:

“In the long run we are all dead.”

Perhaps the necessity of popular payback within five years discourages public policy that looks sufficiently forward. To speak candidly, it is more likely that we—those of us with power—are frightened to anticipate what might be, fearful of misjudging what is to come. Sometimes, in respect of some things, that does not matter too much, because some of the business of government is necessarily reactive. But when it comes to infrastructure, failure to face the future is catastrophic and devastating.

Thinking for the long term widens an appreciation of consequence and deepens an understanding of effect. The absence of strategic vision not only leaves us with exclusively reactive responses to need, but reduces policy to piecemeal, tiny steps when giant leaps forward are needed. That reflects a small view of government. That is not your view, Mr Speaker, I hasten to add, and nor is it mine, but it is a pessimist’s view of politics—a politics reduced to dull, technocratic managerialism.

By contrast, the Bill that I introduce to the House today is urgent and ambitious about long-term plans and a bolder view of what Government can do: urgent because Britain sits uncomfortably low, at 27th, in the global infrastructure rankings; ambitious because, as this Bill demonstrates, the Government are focused on the future. This Government understand that the future of our country depends on investment for the long term that must and will be ambitious.

[Mr John Redwood (Wokingham) (Con)]

Does the Minister recall that we both fought on a Conservative manifesto that said that we should get rid of quangos and not create new ones, and that Ministers should be responsible and accountable—something that I entirely agree with? Why is he proposing two new quangos on highways instead of the excellent arrangements for accountability through him?

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[Mr Hayes]

The hon. Gentleman knows that Nottinghamshire is dear to my heart, as it is to his. He says that the work has only just begun; well, I have only just become the Minister, haven’t I? I do not say that that coincidence is entirely a correlation between his desire and my effectiveness, but it is certainly true that our improvements to the A1—along its length, actually—will make an immense difference not only to motorists, but to hauliers from my constituency and many others who need to get their goods to market.

The hon. Gentleman will know that we have added more than 1,300 new lane miles, and that we will fix some of the most notorious and long-standing problem areas on the network, such as the entire A303 and the A358 to the south-west, including the tunnel at Stonehenge. The 84 new road projects will improve connectivity across the UK. In addition, we are investing to improve the lives of local communities affected by road upgrades.

[Mr Redwood]

On the important link to the south-west, did the Government look at the alternative to a tunnel of deviating the road a little further away from Stonehenge —giving generous compensation to landowners—and building a much cheaper road above ground?

[Mr Hayes]

We considered all the options. My right hon. Friend will know that we undertook considerable research, discussion and consultation on that matter. The scheme we have ended up with has been welcomed by several environmental bodies, such as English Heritage. Of course, each option has pros and cons—I would not be straightforward with the House if I did not acknowledge that—but I think that we have got the right solution.

As with all such schemes, what characterises the Government, above and beyond the desire to think strategically and put funds behind the strategy, is a willingness to look empirically at a range of options. It is very important to be ambitious, but also to be precise, and the way in which we measure the effect of the money we spend has allowed us to allocate funds not only to areas of the road network that have the greatest need, but where we can make the most difference.

The fact that there is £100 million to improve cycling provision at 200 key locations across the network reflects our understanding that it is not just motorists and hauliers who count. There is a £300-million environmental fund to mitigate carbon emissions and reduce the number of people affected by serious noise by up to 250,000. There is £100 million to unlock growth and housing developments.

I have missioned my Department to look closely at the look and feel of what we build. It is absolutely right that the aesthetics are taken into account. If that was good enough for earlier generations, it should be good enough for ours. What we build does not have to be ugly. It can serve a purpose and have an edifying impact on the localities affected.

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[Richard Burden]

I have a feeling that in this debate Conservative hon. Member after Conservative hon. Member will stand up and ask me about this scheme or that scheme, and will say, “Come on. Will Labour go ahead with this or not?” We are not in the business of cutting long-term investment in our roads infrastructure in the way that the present Government cut long-term investment in infrastructure. But if we are looking through individual scheme after individual scheme, we are going to scrutinise them. We are going to see if they are all they are cracked up to be.

Let me give other examples. In many cases the Government’s figures do not add up. In some announcements there is £3.5 billion-worth of investment for 20 new schemes; in other announcements, that becomes £3.4 billion. In 2013 we read that £8.5 billion had been set aside for 26 schemes; that now appears to be £6 billion. In some announcements there has been £15.1 billion for 2015 to 2021, but in answer to a parliamentary question that I asked the Minister last week, the figure was £15.2 billion, and it is still unclear whether this is entirely Government money or whether the Department for Transport is still waiting for third-party contributions to make up the total. I shall not be able to give answers on individual schemes because as far as I can tell, those individual schemes do not add up, but we will scrutinise them. We will ask the difficult questions, because those are the questions that the public expect us to ask.

[Mr Redwood]

Now that the shadow Minister has seen the projected overall levels of capital expenditure laid out by the coalition Government in the autumn statement for the period up to 2020, does his party think they are the right levels, or are they too low or too high?

[Richard Burden]

As I said in answer to the previous question, we are not in the business of saying that we wish to cut back on capital investment. For goodness’ sake, we have been saying for four years that the Government have not been investing enough in infrastructure. It seemed from the Minister’s opening remarks that he was criticising the previous Government for not having spent enough. That is a bit of a change from what we have heard before—usually we are accused of having spent too much. Labour spent a total of £93.7 billion on our road network between 1997 and 2010. That is because we are interested and we are committed to repairing our creaking infrastructure. That will not change.