Oral Answers to Questions

Kevin Hollinrake Excerpts

Thursday 5th July 2018 Commons Chamber

[Joseph Johnson]

Transport for the North has set out high-level details of the scheme, which will enable passengers who have season tickets to be compensated for up to one month’s cash compensation where they have suffered severe disruption. That is in addition to the normal compensation schemes available to passengers through the delay repay mechanism.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

Passengers are experiencing significant delays travelling from west to east on TransPennine Express services, owing to cancellations and other delays. Will the Minister do everything that he can to persuade TransPennine Express to improve these services and to offer proper compensation? Season ticket holders in Yorkshire are getting one week’s compensation, whereas those in the north-west are getting one month’s compensation. That does not seem fair.

[Joseph Johnson]

Transport for the North has determined that passengers on the most severely affected routes, principally on Northern services, will get four weeks’ cash compensation, as my hon. Friend rightly said, and those on the less severely affected routes, which happen to be in Yorkshire, will receive one week’s cash compensation. That is a matter for Transport for the North.

Oral Answers to Questions

Kevin Hollinrake Excerpts

Thursday 1st March 2018 Commons Chamber

[Jesse Norman]

The hon. Lady will be aware that substantial amounts of money have already been put aside to help local authorities that have been affected by air quality problems, and it is up to Oxford to see if it can apply for that money when it becomes available.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

I drive an electric car, but many people do not. Northern powerhouse rail will take many cars off the road. The all-party parliamentary group on the northern powerhouse is calling for the northern powerhouse rail project to be brought forward to coincide with the completion of High Speed 2 in 2032. Will the Minister support that proposal?

[Jesse Norman]

I am always grateful for invitations to support proposals. I think I will leave that proposal to the specific Ministers concerned, but my hon. Friend will be aware it is a manifesto commitment.

High Speed Rail (West Midlands - Crewe) Bill

Kevin Hollinrake Excerpts

2nd reading: House of Commons & Allocation of time motion: House of Commons & Carry-over motion: House of Commons & Money resolution: House of Commons & 2nd reading & Allocation of time motion & Carry-over motion & Money resolution
Tuesday 30th January 2018 Commons Chamber

[Christian Matheson (City of Chester) (Lab)]

What a pleasure it is to follow the hon. Member for Isle of Wight (Mr Seely). If he will forgive me, I might disagree with him on one point. In my view—the figures are overwhelming—the investment in infrastructure in London and the south-east, although it perhaps does not extend entirely down to his patch, is around nine or 10 times as much as that in my area in the north-west and the north of England. Plenty of people will look at the HS2 expenditure and say it is about time that the north-west of England got some expenditure.

In principle, I am very much in favour of HS2—and HS3, HS4 and HS5. Infrastructure spending is good for the economy; it generates growth, it drives growth and connectivity, and it is a good thing for the whole country. Like my hon. Friend the Member for Crewe and Nantwich (Laura Smith), however, I share the concern that what we might get is, to coin a railway phrase, the wrong type of HS2, on the basis that all we will have is a fast line linking London, Birmingham and Manchester, and no benefits will accrue to the surrounding areas. In terms of growth in this country, the cities are already overheating, whereas towns and counties—

[Kevin Hollinrake (Thirsk and Malton) (Con)]

rose—

[Christian Matheson]

I give way to my good friend.

[Kevin Hollinrake]

Does the hon. Gentleman therefore welcome the £300 million that has been set aside to connect HS2 with HS3—also known as Northern Powerhouse Rail—which will stretch from the west coast of the north to the east coast?

[Christian Matheson]

I will welcome it when it is built and when we actually have something going. HS3, or Northern Powerhouse Rail, is a slogan rather than a railway, and I look forward to its being a railway rather than a slogan. There is a real danger that the benefits that accrue will not do so for the whole country. This is a national project and the benefits that derive from it should be national, too.

In particular, I want to discuss the Crewe hub, which I was pleased to hear the Secretary of State refer to several times. We get lots of positive, warm words—if that praise is not too derogatory—about the importance that Ministers at the Department for Transport attach to the Crewe hub. However, time and again, after two years of pressing, we still have had no firm details about what format it will take or how it will integrate into the rest of the network.

I was pleased to hear my hon. Friend the Member for Middlesbrough (Andy McDonald), the shadow Secretary of State, talking about the need for HS2 to be integrated into the rest of the network. The hon. Member for Lichfield (Michael Fabricant) might have misunderstood, but that was very much my understanding, and that is exactly where the Crewe hub would come in. With the greatest respect to my good friend the Member for Crewe and Nantwich (Laura Smith), Crewe does not have a large enough population to justify an HS2 station, but the lines and connectivity radiating from it as a central hub in that part of the north-west and the north midlands would provide the services and the weight of gravity to make the Crewe hub essential to HS2.

Transport in the North

Kevin Hollinrake Excerpts

Monday 6th November 2017 Commons Chamber

[Diana Johnson]

As ever, my right hon. Friend puts his finger right on it: we need the money and the powers.

Alongside many hon. Members on both sides of the House, I sought this debate to have the opportunity to hold the Secretary of State to account for the announcements he made over the summer. It is good to see a Transport Minister on the Treasury Bench, but I am disappointed that, on this very important issue for the country, the Secretary of State is not here to listen to and respond to the debate when it is his actions over the summer and in previous months that have prompted the debate.

I want to make the case for a much bolder and more ambitious transport strategy for northern England. Despite what has been claimed, Britain is becoming more, not less, regionally divided. The inequality between our regions’ economies is the largest of any country in Europe. The productivity gap between north and south is also widening.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

Does the hon. Lady accept that the regional disparity in funding, in particular on transport, has been the same for decades and that this is not a party political issue? We should be working together, cross-party, to make sure that future investment is more fairly distributed throughout the UK.

[Diana Johnson]

I do not want this issue to be party political; I want it to be cross-party. This is in the interests of Britain, so we in Parliament should work together.

--- Later in debate ---

[Rishi Sunak (Richmond (Yorks)) (Con)]

The average commute into London begins 40 miles outside of the city. If we could make that the case for Manchester, we could create an urban network with a population larger than that of New York, and with a GDP the size of Sweden. That is the scale of the prize for getting northern transport right.

Tonight I would like to make three quick points: first, I want to celebrate the powerhouse that the north already is; secondly, I want to talk about the role that transport will play in shaping the north’s future; and lastly, I want to suggest a few key projects that will ensure that the future is bright.

When I hear the phrase “northern powerhouse”, I must admit that my heart sometimes sinks, because I know that too often I am about to hear a story of the past—the north as the land of the spinning jenny—or I am to be told about a far too distant future of hyperloops across the Yorkshire dales. Instead of talking about the past or the far future, let us not forget today that Britain’s 16 million northerners are already the nation’s economic engine. Last year, it was not London or the south-east that saw the highest growth; it was the north-west. Thanks to Nissan’s Sunderland car plant, Britain is, for the first time since England won the World cup, producing more cars than the French. Off Yorkshire’s east coast, Hull-made turbines are creating the world’s largest offshore wind farm. In science, the north’s 29 universities—including world-class institutions like Durham, York and Newcastle —are at the forefront of our cutting-edge research. And, in Manchester United, the north is home to the most successful sporting franchise anywhere in the world.

But in the area of transport, we are still selling the north’s potential short. The cities and towns of the north are individually strong, but collectively are not strong enough. The only way to get the north to punch beyond the collective sum of its parts is to connect those parts. That is why better transport is key to unlocking the north’s true potential.

Today, converted buses known as Pacer trains, a technology phased out more than 12 years ago by Iran’s national railway, are still in use across the north. Today, it is quicker to travel 283 miles from London to Paris than to travel less than half that distance between Hull and Liverpool. And today, too often bright, young entrepreneurial minds forged in northern schools and universities find it easier to come 200 miles to London to find a job than to look in a northern city just 40 miles away.

But it does not have to be like this. After all, the distance between Manchester and Leeds is shorter than the length of the London underground’s central line. The Government, to their credit, recognise the need for investment—and in my constituency upgrades to the A1 and A66 are welcome—but there is much more to do.

The northern powerhouse is a wonderful phrase, but the people of northern England deserve more than a slogan; they need action. How do we make the aspiration a reality? There is no doubt that there has been a substantial funding gap between London transport and northern transport under successive Governments.

[Kevin Hollinrake]

I asked this question of the hon. Member for Kingston upon Hull North (Diana Johnson), but does my hon. Friend agree with me that this lack of investment has been happening for generations, and that it is not a party political issue? We should be working cross-party to deliver the solutions we all know we need.

[Rishi Sunak]

My hon. Friend has done excellent work analysing these numbers, and I completely agree with his point that it is multigenerational. The point is that, from now on, that gap needs to start closing.

Secondly, London has Crossrail, the midlands is getting HS2, and now we in the north need the Government to back Northern Powerhouse Rail. The Government’s £300 million down-payment is certainly welcome, but we will need a lot more to show the people of the north that the Government mean business.

Thirdly, in my own area, the new Tees Valley Mayor has campaigned to upgrade Darlington station, to vastly improve its capacity and connectivity. It is an excellent proposal and the Government should get behind it.

Fourthly, from Teesside to Merseyside, and from Tyneside to the Humber, one of the north’s many strengths are its great ports. As I set out last year, after we leave the EU we should create a new generation of US-style free ports to turbocharge manufacturing, trade and employment in our great northern port cities.

Finally, we must make sure that the rural north is not left behind. Advances like autonomous vehicles will have their biggest impact in sparsely populated rural areas like mine—for example, by allowing elderly constituents to access distant health services more easily, or stimulating our local economies by allowing people to head to the pub without worrying about who will drive home.

It might seem strange to hear all this from a boy born in Southampton, but I am deeply proud to now call the north my home. So as long as I have a voice in this House, I will speak up loudly and forcefully for my home’s bright future, and for an economy that, with the right investment, can be the powerhouse not just of Britain but of the world.

--- Later in debate ---

[Kevin Hollinrake (Thirsk and Malton) (Con)]

It is a pleasure to speak in this important debate, and I pay tribute to the hon. Member for Kingston upon Hull North (Diana Johnson) for securing it. There is something more important than Transport for the North here, and it has been mentioned in everybody’s remarks: we are looking to get a fair deal in terms of not only spending, although that is clearly important and I am keen on it, but fair opportunities—business and job opportunities—for people across the north. We believe that transport should lead to that point.

The Brexit vote exemplified how people in the north do not feel they are getting a fair deal; they feel they are being left behind, and the figures amply illustrate that. For example, the average gross domestic product in London is £45,000 per head per annum, whereas the figure for the north-east is £18,000. Our Chancellor has said that the difference between the second city in the UK and London, our first city, is greater in economic terms than is the difference in any other country in Europe. Andy Haldane, the chief economist of the Bank of England, has also said that we are at the bottom of the league table on regional disparity; our cities do much worse than other cities, particularly those in Germany.

So the key question is: what do we do to redress that balance? Interestingly, the Institute of Economic Affairs does not think that putting more money into infrastructure is the right thing to do. It said:

“Even if it worked theoretically, timing problems create challenges, whilst cutting spending in ‘good times’ is resisted.”

The investment lag does not bring the return. I do not accept that perspective.

If we consider the industrial revolution, we can talk about Hargreaves and his spinning jenny or Watt and his steam engine. The key thing about the industrial revolution for Josiah Wedgwood was that he could not get his product around the country. He had to persuade the Government and investors to invest in roads and canals so that he could; otherwise, the industrial revolution would have petered out. Any businessperson will say that they want the Government to put the infrastructure into place, and then business will come in to fill the gap.

It is clear that it has worked for London. As Members from all parties have said, London gets a much better deal in terms of the investment per person. As the hon. Member for Bradford South (Judith Cummins) said, the key thing is getting people around the country. It used to be about goods, but now it is about people: the most important thing is to be able to move people around quickly.

[Rishi Sunak]

Does my hon. Friend agree with the point made by the hon. Member for Bradford South (Judith Cummins) that the Treasury and the Department for Transport need to consider economic development and the rebalancing of the economy as criteria for the allocation of new money, so that it does not go only to the places that are already economically vibrant?

[Kevin Hollinrake]

I absolutely agree. I have looked at the figures in detail and, as my hon. Friend said in his speech, the distribution of central Government spending is much more level before other factors are added in. In London, the money allocated by central Government per person per year is about £40 per person, but if other investment is added in—from the European Investment Bank, local authorities and private finance—that is when the disparity occurs. We have to find mechanisms to make sure that the north gets a fair deal. It is not just about central Government distributing money unfairly; other factors are at work, which is why we need to work across party lines to make sure we can deliver a solution.

As I said earlier, the way things are now is how they have been for decades—for generations—so we all need to work together. It is not just north versus south; it is principally London versus the rest of the country. We have a big constituency of MPs and businesses right across the country who have a stake in making sure that we get a fair deal, but we need to look behind the broad, headline figures, because it is simply not right that the Chancellor is allocating lots of money to London and not to the rest of the country. Other factors are at work that we need to take into account and find solutions for.

Once we have found those solutions, there are so many projects that we need to support. It is absolutely right that we should look at northern powerhouse rail or HS3. As my hon. Friend the Member for Cleethorpes (Martin Vickers) said, we need to look at extending the M11 up to the Humber bridge. We need a tunnel across the Pennines. We also need to look at the small regional roads, such as the A59 and the A1079 in my constituency, and particularly the A64, on which a journey of around 40 miles from York to Scarborough can take two hours. We need more funding for the smaller, less high-profile projects that are so critical to our local economies. If we can get the money—if the people holding the purse strings will give us the tools—we can do the job.

Oral Answers to Questions

Kevin Hollinrake Excerpts

Thursday 23rd February 2017 Commons Chamber

[Mr Speaker]

I am sure that the image will be graphically captured for posterity.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

T1. If he will make a statement on his departmental responsibilities.

[The Secretary of State for Transport (Chris Grayling)]

As you know, Mr Speaker, we are a Government who make big decisions and are ambitious for the future of our country. This is an important week for my Department in terms of legislation. We will shortly see the Bus Services Bill back in the House of Commons to bring improvements to bus services throughout the country; earlier in the week we introduced the Vehicle Technology and Aviation Bill, which will ensure that we are at the head of the game when it comes to the new generation of vehicle technology; we have published, in draft, the Spaceflight Bill, which will also take us forward in an important area of new technology; and, as we heard earlier, this is the week in which we see the completion of the progress of the High Speed Rail (London - West Midlands) Bill.

[Kevin Hollinrake]

The current Highways England scheme for improvements to the A64, which is a key road in my constituency, involves spending £135 million on a roundabout when what we need is a dual carriageway between York and Malton. Will the Minister agree to meet me and members of the A64 Growth Partnership to discuss how we can secure the best scheme for local residents and the best value for the taxpayer?

[Chris Grayling]

We are well aware of the importance of the A64 to my hon. Friend’s constituency and, indeed, to the economy of Yorkshire. I should be happy to meet my hon. Friend, as will my hon. Friend the roads Minister. We will ensure that progress in the road’s development continues as we move towards the start of the next investment period.

Transport and Local Infrastructure

Kevin Hollinrake Excerpts

Thursday 19th May 2016 Commons Chamber

[Kevin Hollinrake (Thirsk and Malton) (Con)]

I wish to focus my remarks on neighbourhood planning and the effects on housing delivery, but first let me draw the House’s attention to my entry in the Register of Members’ Financial Interests. Just before the Under-Secretary of State for Transport, my hon. Friend the Member for Harrogate and Knaresborough (Andrew Jones), leaves the Chamber, may I make a very quick pitch for the A64? I welcome the £100 billion investment in infrastructure and the £13 billion investment in the northern powerhouse in this Parliament. A small part of that—£250 million—has been allocated to the A64, for the Hopgrove Lane roundabout. If that improvement does not include a dual carriageway as far as Barton Hill, it will simply kick that pinchpoint down the road. I ask him to bear that in mind and look at it in future discussions with Highways England.

I was astounded to hear the Leader of the Opposition claim in this House yesterday that

“housebuilding has sunk to its lowest level since the 1920s.”—[Official Report, 18 May 2016; Vol. 611, c. 15.]

According to the Office for National Statistics, quarterly housing starts, which are without doubt the most reliable guide to housing activity, have doubled from fewer than 20,000 in the first quarter of 2009 to more than 40,000 in the current quarter. For further proof, I suggest that Opposition Members visit any builder’s merchant or building site and talk to any brickie, chippie or sparky who will put them right. If they do not know any of these business people, I am happy to put them in touch with some.

I welcome the Government’s approach to local plans, which requires all local authorities to have a plan in place by 2017, and to neighbourhood plans. Neighbourhood plans give local people and local communities a say in what is built where, and what the building or settlement will look like. Clearly, neighbourhood planning must work with local authorities to agree the numbers allocated to a particular settlement. I am very grateful to my hon. Friend the Member for Henley (John Howell) who has been generous with his time not only in his work with the Government, but in volunteering to visit my constituency to help our local communities to develop their own neighbourhood plans.

Without question, neighbourhood plans are part of the solution to the increase in housebuilding that we need. I welcome the changes contained in the Queen’s Speech to make neighbourhood planning easier and more powerful for local communities. I do not support any community right of appeal, as planning is tough enough without adding more obstacles to the planning process. However, current rules and subjective calculations of the five-year land supply can undermine the expensive and time-consuming process of neighbourhood planning. For example, Gladman, a name that strikes fear in many planning officers, has been successful twice recently at Kirbymoorside and Easingwold in my constituency.

Gladman was successful on appeal in Easingwold thanks to its ability to demonstrate that Hambleton District Council had only 4.17 years of land supply. Nine months later, after a revised analysis carried out by another expensive consultant for the local authority, Hambleton District Council now believes that it has an eight-plus year land supply. In effect, this creates two perverse outcomes. A subjective approach to the assessment of housing market needs incentivises the kite-flying carpetbaggers such as Gladman to game the system, but it also disincentivises local communities from establishing a neighbourhood plan. Even though a neighbourhood may be ahead of its own housing numbers, a shortage in the local authority overall can mean that an inappropriate development is forced on that local community.

Perhaps I can suggest two simple solutions, consistent with the recommendations of the local plans expert group, which says that there is currently no definitive guidance on the way to prepare the strategic housing market assessment. The first solution would be simple definitive and objective guidance on assessment of housing needs, revised only at specified intervals. I suggest that one might base that on a brutally simple formula. There are 26 million homes in the UK, and we need to build around 250,000 homes per annum—roughly 1%. If each local authority grew by a minimum of 1%, we would meet our national housing targets for the first time in decades.

Secondly, there should be a housing delivery test for a neighbourhood planning area so that if the neighbourhood was hitting its prescribed numbers, it could not be subject to an aggressive application based on local authority under-delivery. That would simultaneously deter the kite flyers and encourage and incentivise more communities to develop their own neighbourhood plans and schemes that communities had proposed and consented to.

[Mr Betts]

I am interested in the hon. Gentleman’s comments about a common basis for assessing housing need. It is something that the Communities and Local Government Committee recommended in the previous Parliament, something that the specialist group that the Minister set up has recommended, and something that Lord Taylor of Goss Moor recommended in his work on planning guidance. It would take a lot of the heat out of local controversy about how numbers were arrived at, and it would be there for local authorities to take up if they wanted to. The hon. Gentleman makes a good proposal that the Government ought to take seriously.

[Kevin Hollinrake]

I am very grateful. As on many occasions in the Select Committee, the hon. Gentleman and I are in full agreement.

I now move on to another important issue in my community. According to almost every business person and key business organisations such as the Institute of Directors, the No. 1 business priority in the UK and for many business people in my community is access to digital connections—superfast broadband and mobile phone networks. To give the Government credit, we have seen a step change in access to these networks since 2010. Even in rural North Yorkshire, 88% of premises are now covered by superfast broadband; 91% will be by 2017, and 95% by 2019. However, there is a growing gap between the haves and the have nots. As coverage increases, the voices of those without broadband understandably grow louder and more vociferous. For home or business, superfast broadband is no longer regarded as a luxury but as an essential fourth utility, and we must treat it as such.

I welcome the bold ambition in the Queen’s Speech for our universal service obligation—a digital imperative that the Government will deliver on. To meet this imperative and the further commitment to increase speed as demand and activity also increase, we need a new relationship between the consumer and the network operator, especially BT Openreach. I must say, I am sceptical about Ofcom’s halfway house solution—an internal separation of Openreach and BT. It is, to my mind, inconceivable that a separate board and a separation of assets will separate the vested interest of a network from the commercial opportunity of the wholesale, retail and content provider operations of BT.

I and many colleagues will hold Ofcom and BT Openreach to account for the huge improvements required, especially including fair cost for access to its ducts and poles and a clear network map of their locations. Only this and a technology-neutral approach will deliver the solutions that we need. BT Openreach has actively thus far deterred third-party operators and complementary technology solutions from reaching the parts that other technologies cannot reach, namely, point-to-point wireless, wireless DSLAM—digital subscriber line access multiplexer—units and, of course a roll-out of fibre to the premises, or FTTP, the only future-proof solution available. Our penetration for fibre to premises in the UK is 2%, compared with 60% in Spain, where competitors can access ducts and poles more cheaply and readily.

May I also suggest to the Government that we look at creative community solutions? The voucher scheme for satellite is welcome, but would Ministers consider allowing residents to combine vouchers to contribute to the cost of installing community-based fibre schemes? We also need more clarity and co-operation between backbone operator Openreach and other technologies so that solutions can be provided today. If community or commercial point-to-point wireless providers are deterred through future roll-out plans, uncertainty about those solutions means that they are sidelined rather than rolled out to people in need.

These are real people with real businesses and real jobs. Ample Bosom in Cold Kirby in my constituency provides quality ladies’ garments for the larger lady; the Construction Equipment Association in Sproxton provides services for exhibitions around the world; the Black Swan is an award-winning hostelry close to where I live in Oldstead. They are all suffering and losing business as a result of the broadband delays and deferrals.

I am very pleased with the measures in the Queen’s Speech and commend those policy initiatives to the House.

GPS and Heavy Goods Vehicles

Kevin Hollinrake Excerpts

Tuesday 22nd March 2016 Westminster Hall

[Craig Mackinlay]

On the Navteq website, the public have the ability to put in new data as they arise. The company will then check those data and, if it is satisfied with their quality, they will become a new variant of future maps that it produces. Everybody is able to update those maps on a regular basis. It comes down to the fact that the data are out there if one could only find them.

For anybody who uses such systems, other data sources can be laid over the map data—often speed camera information or locations of points of interest such as museums, restaurants or even petrol stations—but, again, another problem creeps in. There is a huge black market out there of free downloads across so-called torrent sites, and that is becoming a huge industry. Therein lie the problems of accuracy and reliability, and questions about whether the data driving the devices are actually up to date at all.

Within a huge majority of the systems with which we are now becoming familiar, choices are available, including voice type and whether the data are required in metric or imperial. One can set up advanced warning alerts, choose whether travel is on foot or by car and decide whether one wants to take the shortest route, the fastest route, or a route with or without tolls. Wrong data or out-of-date devices are issues. If that is applied just to driving in a car, the worst that could possibly happen is that it could lead to a fine if entering a changed road layout, for example. In HGVs, the problem—and this is at the heart of the debate—can be infinitely more serious.

On that point, I come to the key issue. The use by HGV drivers of those cheaper car devices—available for £50, as I mentioned earlier—is all too common. That is compounded by smartphone software that is designed for car use only and, overlaid on that, the use of out-of-date map data that are perhaps downloaded illegally or from dubious sources. I am pleased to say that the problem is not largely seen across the UK lorry fleet. I pay tribute to the Freight Transport Association for its attempts to encourage its 15,000 members to buy HGV-compliant devices. It even has its own industry specialist shop, and provides a high level of advice to its members. I am pleased to say that common sense prevails across its wide membership and influence.

I do not particularly want to single out foreign drivers as the main culprits, but the example I want to present is from Sandwich in my constituency. I am sure that in almost every constituency in the country there are instances—such as those that have been raised by hon. Members today—of HGVs too often using inappropriate roads. A common excuse is usually advanced, and it always runs something like, “Oh, my sat-nav told me to.” After that, there is often a mad struggle for Google Translate to solve the communication problem.

[Kevin Hollinrake (Thirsk and Malton) (Con)]

I congratulate my hon. Friend on securing the debate. These issues might sound trivial to some people who do not have constituencies that are constantly affected by them. In my constituency, the A170 runs up Sutton Bank and there are two one-in-fours divided by a hairpin bend. There are two incidents there a week with lorries having to back up all the way into the village, often causing damage to property and huge tailbacks for several hours. Does my hon. Friend know the combined economic costs of all these issues nationally?

[Craig Mackinlay]

My hon. Friend makes a very good point about not just the physical damage that occurs to road structures and historical buildings, but the economic cost of hours of tailbacks. One could probably make a reasonable guesstimate of what that cost would be in an individual place but, as my hon. Friend points out, this is happening in virtually every town in every constituency on a weekly basis.