Hinckley National Rail Freight Interchange

Debate between Mark Pawsey and Alberto Costa

Tuesday 14th June 2022 Westminster Hall

[Alberto Costa]

I thank my right hon. Friend. She brings a great deal of experience to this debate and is an enormous champion for South Northamptonshire. I welcome her contribution, which will certainly help other colleagues understand what the future of this proposal might hold.

I want to touch on some of the areas that might be affected. First, there is the environmental impact that such a site will have on the local area. I am very pleased to see my hon. Friend the Member for Bosworth (Dr Evans) in the Chamber today, along with my hon. Friend the Member for Rugby (Mark Pawsey), whose constituency borders mine. The application proposed directly borders the constituency of my hon. Friend the Member for Bosworth. Undoubtedly many colleagues and many of his constituents in Bosworth will be acutely aware of his vigorous and steadfast campaign to oppose the development. The nearby Burbage Common and Woods, a site of special scientific interest, which is based in his constituency, is a beautiful 200-acre area of woodland and grassland, and a place enjoyed and frequented by our constituents. It is also home to rare wild flowers, over 20 species of butterflies, over 100 different species of fungi and 25 different species of mammal. The rail freight interchange proposal for construction is right next to that important common, and without doubt the development would have a hugely detrimental effect on that area of natural beauty.

I have already mentioned the importance of the applications’ impact on other Members’ constituencies, particularly with regard to the issue of infrastructure such as that around Fosse villages. However, with little information available as to how HGVs will service the site or how the 8,000 alleged new employees will make their way there at all hours of the day, there is a very real and pressing concern among my constituents that their local area, villages and streets are at a real risk of being overburdened.

[Mark Pawsey (Rugby) (Con)]

My hon. Friend is making a strong case in respect of a very substantial development of warehousing. It is obvious which route many of the HGVs will take: one junction on the M69 and then on to the A5, which we know is a strategic road. We had a debate in this Chamber only a few weeks ago to consider the entire upgrade of the A5 in the midlands. Does my hon. Friend agree with me that the proposal should not be permitted to proceed without the complete dualling of the A5?

[Alberto Costa]

I could not agree more with my hon. Friend. He is absolutely correct. We have been debating the importance of that particular road in this Chamber, in the Commons Chamber and elsewhere among the parliamentary community and with Government for years now. It would be risible if the Government approved the rail freight interchange without dualling the A5, as has been requested by hon. Members over many years.

Europe’s largest logistics park, Magna Park, is in very close proximity to where it is proposed the Hinckley rail freight interchange will be developed. Also, there are already a number of rail freight interchanges within relatively close proximity to the planned site. We have the Birmingham intermodal freight terminal, which is a mere 16 miles from the village of Elmesthorpe. The Daventry international rail freight terminal or DIRFT is located a mere 20 miles away, the Hams Hall rail freight terminal is 24 miles away, the Burton rail terminal is 26 miles away, East Midlands Gateway is 29 miles away and Northampton Gateway is only 36 miles away. However, as we have just heard from my right hon. Friend the Member for South Northamptonshire (Dame Andrea Leadsom), with her wealth of experience, we are seeing that that is perhaps a fig leaf and not quite a rail freight interchange, but more an excuse for a large-scale logistics park. We also have the Birmingham Freightliner terminal, which is only 36 miles away. It cannot be right to burden another part of the midlands with another very large rail freight interchange. The Government must develop a strategy this year on where the location of these rail freight interchanges will best service our country.

A5 in the Midlands: Improvements

Debate between Mark Pawsey and Alberto Costa

Wednesday 23rd March 2022 Westminster Hall

[Mark Pawsey]

My hon. Friend is right. The environmental benefits are important, but I want to focus on the one that we would achieve by having less congestion, with car engines running for less time, and on the efficiencies and economies that can be provided to our local area as a consequence of a more efficient and effective A5.

Let me turn to the growth that is forecast for the area around the A5. Local councils within the corridor anticipate that, over the next 15 to 20 years, their local plans will bring forward 103,00 new homes, 16,000 new jobs and a further 524 hectares of employment land, which need a road. By investing in the A5 and improving its performance and resilience, we believe that the central Government have the opportunity to unlock the growth aspirations and priorities of the region.

[Alberto Costa (South Leicestershire) (Con)]

I congratulate my hon. Friend and neighbouring MP on securing this important debate on the A5. He makes some salient points about the level of economic growth along the A5 by comparison with other parts of the country. Does he agree, however, that without sufficient investment, such as the long-awaited dualling of the A5, we risk missing out on a huge amount of economic growth?

[Mark Pawsey]

My hon. Friend anticipates my point. He is exactly right: we need to have an efficient road that enables growth to take place. One of the challenges of the A5 is that it is dualled in parts, but single carriageway in others. There currently appears to be no consistent approach to an upgrade, and we need that upgrade in order to achieve our local councils’ ambitious objectives for the area.

As part of the wider strategic road network, the A5 currently carries 23,000 vehicles a day on its busiest section, so it is a pretty hefty road. Sadly, however, and despite its increasing importance and usage, the A5 in the midlands has not seen a proportionate increase in funding to provide resilience and capacity. As my hon. Friend the Member for South Leicestershire (Alberto Costa) points out, if that is provided, it will enable the A5 to spearhead and safeguard sustained growth in the region.

The fear is that, if neglected, the A5 will act as a barrier to growth rather than an instrument of it. With investment, we believe the A5 can become a significant corridor for growth by enabling greater east-west connectivity, providing access to the M6 toll road, and supporting north-south movements through its strategic interchanges with other regionally important motorways, as I have already mentioned.

In its November 2018 A5 strategy document, the A5 Transport Partnership outlined three key strategic interventions that it argued would be required to unlock the potential of the area served by the A5, and they are relevant today. The first priority is to make improvements between the M42 and M69—a combination of online and offline dualling to deliver the first phase of the A5 expressway, providing expansion of the MIRA site, which sits between Nuneaton and Hinckley, and works associated with the construction of HS2 at junction 10 of the M42. That is the first priority.

The second priority is the part between the M69 to M1 and M42 to M6. Again, it would be a combination of online and offline dualling, but this time to deliver the second and third phases of the A5 expressway. A third objective is to make better use of the M6 toll road. Those of us who have used the M6 toll road will know that it is not to capacity. If we can improve the size, we can get more traffic off the M6 and on to the toll road. In addition to those key priorities, improvements are needed to enhance the A5’s connectivity to the wider strategic road network. I know there are proposals for a new junction 20A on the M1, to bring relief to junction 20 at Leicester, which is the junction between the M1 and M69. That will provide additional growth opportunities.

Ministers are aware of the need for investment, given that one of the third road investment strategy pipeline projects is the upgrade between junction 1 on the M69 and junction 10 on the M42, and I hope that the debate will further press the case to bring that scheme forward. By securing this much-needed upgrade of the A5, we can help deliver growth around the corridor route, support network resilience, ensure greater sustainability and safety, and manage the impact of freight on the road.

My hon. Friend the Member for South Leicestershire made some remarks about the economics, which I want to focus on. The 53-mile section between the M1 and the M6 plays a significant role in supporting the sub-regional economies of Warwickshire, Leicestershire, Coventry, Staffordshire and west Northamptonshire, and the economic performance of the A5 is strong when looked at in the light of the broader west midlands economy. As I mentioned, a number of important economic centres along that corridor will be subject to further expansion in coming years.

The MIRA enterprise zone is expanding; Magna Park in Leicestershire, in my hon. Friend’s constituency, is expanding; DIRFT 3 in Northamptonshire, which sits on the border of my constituency, is currently the subject of substantial construction; and Kingswood Lakeside Employment Park in Staffordshire—which I believe is close to my hon. Friend the Member for Stafford (Theo Clarke)’s constituency—is coming forward. In my constituency, we have a substantial residential development at Houlton and the Rugby Gateway mixed-use development. I hope I am building a case for why it is imperative that the A5 is upgraded, to ensure that its present constraints do not curtail this planned growth or act as a barrier to continuing inward investment.

It is worth pointing out that unemployment levels along this corridor of the A5 are currently lower than the UK average, and with the expansion of the economic hubs I have just referred to and the further employment opportunities that will bring, that situation will only improve. As well as supporting local economies, the road has a wider role in providing connectivity to other economic centres, such as the Oxford-Milton Keynes-Cambridge growth corridor. When we combine the housing growth with the economic growth and the increased employment opportunities, it is clear that the A5 will come under significant further pressure over the coming years.

--- Later in debate ---

[Alberto Costa]

My hon. Friend makes some excellent points about the importance of this trunk road, which provides an alternative route to already congested motorways, for example. Does he agree that the A5 must also have improved capacity to ensure that overflow traffic is taken out of the many rural villages around it?

[Mark Pawsey]

My hon. Friend no doubt has constituents who will have experience of that overflow traffic in exactly the same way that I do. I will talk a little later on about how the A5 acts as a relief valve for the M6, but if people cannot move along the A5 in the way that they need to, the danger is that they will seek alternative routes that take them off the trunk road network.

I have already mentioned that the local councils are coming together, demonstrating their desire to grow and develop their employment and housing offer. By investing in this road, central Government can help those councils to meet their growth needs by facilitating a safe, reliable, efficient and resilient A5.

With that bit of resilience in mind, I will talk about the importance of keeping the traffic moving, to which my hon. Friend just referred. We know that there are often many planned and unplanned incidents on the M6, and that when the M6 comes to a halt many vehicles turn to the A5. Indeed, over the last 36 hours, there have been a dozen or so different lane closures on the M6 due to either maintenance work or incidents on the road.

In those circumstances, when traffic migrates from the M6, the A5 struggles to cope in certain situations and creaks under the weight of the additional traffic. That is often compounded by operational issues on the A5 itself, which in turn creates significant problems on local roads, as my hon. Friend has just referred to, with traffic dispersing because drivers seek alternative local routes.

One of the reasons for the lack of resilience, and it is the core of our call to the Minister today, is the variation in the standard of the road along the corridor. It is, in parts, recently constructed dual carriageway, with a great road surface that enables the road to work well. However, in other parts it is a windy A road, a single carriageway with double yellow lines, where the traffic really slows down. It is that variability that is at the heart of the challenge facing the road’s users. That situation is aggravated, as the Minister may know, because the road is constrained by old canal and railway bridges. That creates congestion and slows down journey speeds, impacting businesses and commuters, and even impeding emergency vehicles. Along with my colleagues here today, I am arguing that what we really need is the complete dualling of the road between the M1 junction 18 and the M6. That is our long-term objective.

On safety, one of the key objectives of National Highways is to reduce casualties on our roads. Sadly, the pressures on the A5, along with the development I mentioned, mean that the road has become a barrier to road users safely accessing economic hubs and other parts of the road network. I spoke about how that has impacted on congestion when incidents occur on other strategic roads but the safety of the road itself is impacted. Many of the junctions—be they roundabouts or road turnings—were not designed to cope with the levels of traffic that they are experiencing. We know that as congestion increases, so does the risk of collision. It can be caused by driver frustration or the limited safety provisions on the single carriageway sections of the road.

Along the corridor, that is, the 53 miles between the M1 and the M6, about a quarter of collisions occur during evening peak hours. Significantly, data demonstrates that the nature of the road, which is of a mixed standard, moving from dual to single carriageway sections with a large number of roundabouts, contributes to the number of collisions. Indeed, across all sections of the road, approximately 40% of the accidents that lead to personal injuries occur at roundabouts, compared with a national average of 10%. That is based on data provided by the police.

The historically fragmented nature of the A5, both through its construction and its inconsistency, can be seen as the heart of the issues with the road. Further or full dualling of the A5 will improve the overall capacity and resilience of the road while improving its safety and performance.

[Alberto Costa]

My hon. Friend is being generous in giving way. Given what he has said, does he agree that we need safety improvements on the A5 for the road to cope with greater capacity? In my constituency, for instance, High Cross and Smockington Hollow junctions are notorious accident blackspots, so I am grateful that he has mentioned the safety issues on the A5.

[Mark Pawsey]

I thank my hon. Friend for that contribution. We do want to make the road safer as it is a horrible road for drivers to negotiate.

I also want to talk about sustainability. As part of the wider picture, improving the highways infrastructure should involving cycling and pedestrian routes and the use of public transport. In my constituency, both Rugby Borough Council and Warwickshire County Council are committed to investing in and further developing sustainable transport infrastructure with a view to reducing the congestion on our roads, encouraging healthy living and improving air quality. Those ambitions are shared by both central Government and local councils.

Public transport along the A5 by bus remains extremely limited. I have spoken about the new housing and commercial developments on the road and they are not accessible by public transport. I cycle, and I certainly would not want to ride my bike along the A5. At no point along the part of the road that I am particularly concerned about are there any cycleways, creating further issues around access. All in all, that drives people to use their cars to access sites along the A5, adding to levels of traffic and congestion on the road. By looking at sustainability, we can move traffic from the road. We really ought to consider sustainability when the new developments take place.

To conclude, I hope the debate has reinforced the message that I and my colleagues have been sending to Ministers over many years. Without an upgrade of the A5 in the midlands, economic growth will be restricted in our area. I hope that I have been able to show that in many ways the corridor has become a victim of the growth near it, with piecemeal improvements and developments made along it. It has not been considered in its entirety, which is what we would like to see. It should be treated as the strategic road that it is. Historically, any improvements have been fragmented in delivery and we now need an upgrade that looks at the A5 in its entirety—at the whole picture—and acts to unlock the potential throughout the corridor.

Our role as midlands MPs is to make certain that the funding to upgrade the A5 provides us with a consistent standard of dual carriageway between the M1 and M6. I hope that I have shown that the road experiences significant peak-hour congestion and will support major growth over the next decades, based on plans that have already been adopted and are emerging from the local councils along the corridor route. Without that action, growth in the midlands will be inhibited and lost.

The Minister will be aware that the midlands engine is revving up and is more than ready to play its part, but it needs the transport infrastructure to match that ambition and drive. I hope that in response to the debate the Minister will be able to reassure residents and businesses that the Government understand and recognise the necessity of an upgrade of the 53-mile corridor from the M1 junction 18 in Warwickshire to the M5 at junction 12 in Staffordshire, and that they are listening and will be ready to act.

District Council Finances

Debate between Mark Pawsey and Alberto Costa

Wednesday 1st May 2019 Westminster Hall

[Mark Pawsey (Rugby) (Con)]

I beg to move,

That this House has considered district council finances.

It is a great pleasure to serve under your chairmanship, Mr Gapes. I am very pleased to have finally secured a debate on the finances of district councils, which is an important subject. The fact that we got the debate now is testimony to the popularity of debates in Westminster Hall. I shall speak about a report that was published by the all-party parliamentary group for district councils in July 2018. Since our return after last year’s summer recess, I have consistently been applying for the debate, and we have finally got it, and with local elections tomorrow, it is extremely timely—persistence has finally paid off.

I am a Member of Parliament representing a district; I represent the borough of Rugby. I am a former district councillor and member of that authority, and very proud to have represented my community on the council and to have the opportunity to represent it in Parliament. As a former member of a district council, I strongly believe that they have a vital role to play in the next few years in shaping and delivering Government strategy, supporting local growth, building the homes we need and providing the preventive services that are necessary for sustainable health services.

To set the context, there are 192 district councils. In two-tier areas, they deliver 86 of 137 essential local government services to 22 million people, which is 40% of the population. District councils cover 68% of the country by area. One of their most important functions is as the housing and planning authority; they approve 90% of planning applications in their areas and enabled over 91,000 new homes to be delivered last year.

I am very proud to say that my local authority, Rugby Borough Council, saw 584 dwellings completed in 2017-18. It is a great example of a district that looks favourably on house building and development, and it has a very progressive attitude. I know the Minister saw that on his recent visit to Halton, which is an excellent example in my constituency of house building at scale, with a development that will consist of 6,200 homes by the time it is completed.

In two-tier areas, the county council area is divided into a number of districts, which each have an independent district council. I firmly believe that district councils are closer to their residents than are the vast majority of other forms of local government, which is one of the reasons I strongly believe that they should be protected. Rugby town hall is in the middle of our community. It is accessible by all residents and immediately identifiable; it gives a sense of identity to our community. I know there are pressures that are leading some areas to consider alternative arrangements—in particular, there is a move towards unitarisation—but in my area that would be neither practical nor in the best interests of our residents. Districts operate on a size and scale that makes sense to local communities, and they have a unique understanding of the residents they serve.

[Alberto Costa (South Leicestershire) (Con)]

May I take this opportunity to congratulate my hon. Friend on securing this important debate? Blaby District Council and Harborough District Council, led respectively by Councillor Terry Richardson and Councillor Neil Bannister, are both excellently run. Does my hon. Friend agree that any proposal for unitarisation of the Leicestershire area is not welcomed by the district councils?

[Mark Pawsey]

I share the views of my hon. Friend in believing that districts are the right-sized and best-located authorities to deliver a substantial number of services to local residents. I fear that some of that connectivity and identity would be lost in a larger organisation.

I will now talk about some of the things that district councils have been able to do. One key issue that came out of our report is that district councils have a proven track record of devising innovative solutions to transform public services by taking a lead in improving services and providing outcomes for people through better collaboration. That is a really important point, which we will come back to again and again. It is driven by a financial imperative in some instances, but in many ways it is driven by the desire to do things better.

District councils have a proven track record in building better lives and bigger economies in the areas they serve. Through their roles in planning and housing, they act as the building blocks for local economic growth, and in many ways districts work collaboratively with each other and alongside newly established local enterprise partnerships to deliver growth and support local businesses and industry. I believe that district councils also protect and enhance the quality of life by safeguarding our environment, which is an issue we will be considering later today in the Chamber. Promoting public health, leisure and a sound environment is an important role, creating attractive places to live and where people will want to raise their families and build an economy. Districts are also tasked with the challenge of tackling homelessness—again, their proximity to the people and knowledge of individuals is important—and the duty to promote wellbeing.

For district councils to deliver for their residents and the businesses in their area, it is important to ensure that they have sustainable and suitable levels of funding, which is the matter I want to address. It is why the all-party parliamentary group for district councils, which I chair, held a formal Select Committee-type inquiry on the finances of district councils. We published our report, “Delivering the District Difference,” in July 2018. I want to put on the record my gratitude to the 60 local authorities that provided written evidence to the APPG, and I thank the seven district councils, including Rugby Borough Council, that came before us and provided oral evidence to the APPG in Parliament. I am also grateful to many parliamentary colleagues who sat on that committee, particularly the hon. Member for Stroud (Dr Drew), who took part in the evidence sessions and is here today.

Our report was a major piece of work, and we collaborated with the District Councils’ Network to ensure that we were working closely with the sector. I thank the DCN for its valuable contribution to the report. In our evidence sessions, it came across loud and clear that district councils under financial pressures have identified innovative and efficient ways of doing things differently to provide better value for money to local taxpayers. A recent Local Government Association report found that district councils have saved £224 million through sharing services with other districts and bodies, which is far more than any other type of council.

I will give some examples of shared working arrangements that my local authority, Rugby Borough Council, has with others. Rugby has a shared service on building control with Warwick District Council and works on procurement with our neighbours, Nuneaton and Bedworth Borough Council. A particularly useful case study in Rugby involves its working closely with Daventry District Council to provide local crematorium and cemetery services. On its own, neither authority was of a sufficient size to be able to deliver these services efficiently, and my constituents wishing to use crematorium services were obliged to make lengthy journeys to either Coventry or the other side of Warwick. There had been an aspiration for such a service in Rugby for some time, but it was recognised that, in isolation, Rugby was not of sufficient size to deliver it. By working with Daventry and providing a facility on the border between the two authorities, we have ensured that the residents of both local authorities have great provision.

National Audit Office figures show that district councils have experienced the most significant real-terms cut in spending power between 2016-17 and 2019-20, which has required them to be enterprising. One of Rugby’s overarching corporate priorities is to become financially self-sufficient by 2020. It is seeking to reduce its reliance on the sometimes arbitrary and variable central Government funding sources and take control of its sources of income through local taxation arising from economic growth and investment income. When I was a councillor, I was always aware of concerns that the pots of funding might or might not be available. They were sometimes arbitrary or time-limited, which meant that it was difficult to plan for the long term. Rugby aims to be financially self-sufficient so that it is no longer reliant on those variable sources. That will ensure better provision for my constituents in the long term.

All councils have had to work hard to achieve more with less. Between 2010 and 2020, councils in England will have lost almost 60p of every pound of central Government funding. For district councils, that equates to almost £1 billion. I know the Minister recognises the role that districts have played in identifying savings, and is aware of the burden that they have shouldered in recent years.

[Alberto Costa]

I thank my hon. Friend for his generosity in giving way again. The district councils in my constituency have highlighted the ever-increasing cost of waste and recycling services. Proposals to scrap a charge on green waste collection and introduce weekly food waste collections, although laudable, are likely to put significant financial burdens on district councils. Does my hon. Friend agree that, should district councils implement those changes, proper and full support is needed from central Government?

A5 Upgrade

Debate between Mark Pawsey and Alberto Costa

Wednesday 7th February 2018 Westminster Hall

[Alberto Costa (South Leicestershire) (Con)]

It is an honour to serve under your chairmanship, Mr McCabe. I, too, congratulate my hon. Friend the Member for Bosworth (David Tredinnick) on securing this hugely important debate and on his thoughtful speech, which was excellent in covering the sensible and reasonable A5 improvements that are much-needed. Watling Street and Fosse Way cross in my constituency. I often wonder what my ethnic ancestors would think if they were to look at that stretch of the road today, with its high level of traffic. When the Romans first built that junction, it was busy, but it was never heavily congested. Perhaps we have something to learn from my ethnic-Roman ancestry.

Many Members will no doubt be aware of the huge strategic importance of the midlands to Britain’s thriving industry. Whether it is logistics parks, rail freight terminals or international airports, the midlands is a beacon for British industry and innovation. I am proud that much of that industry can be found in my constituency of South Leicestershire. As my hon. Friend said, the area is known colloquially as the golden triangle. That refers to the intersection of major motorway networks in the local area, which provide crucial links for commercial and residential traffic.

The A5 shares that commercial and residential importance. As my hon. Friends will be aware, the A5 is a major road in my constituency and theirs. Like my hon. Friend the Member for Nuneaton (Mr Jones), I have experienced the long queues of traffic on the A5 at various times of the day. As my hon. Friend the Member for Bosworth correctly stated, unless the Minister takes into account the strategic needs of the road, the problems will only be exacerbated by the further planned industrial and housing developments.

Further consideration should be given to the villages in the vicinity of the A5, particularly those in and around my constituency. I am thinking of the Claybrookes, Ullesthorpe, Wigston Parva, Sharnford, Cotesbach and Shawell, to name but a few. Having listened to the chairman of the Leicestershire Fosse villages neighbourhood plan group—a voluntary organisation that speaks for constituents in the south Leicestershire villages of Sharnford, Stoney Stanton and Sapcote—I think we need to take account of the ever increasing traffic demands in and around those areas. These rural, idyllic villages already suffer from a swathe of large HGVs and other commercial traffic. While I have been working closely with constituents in Sharnford, for example, to help to remedy the problems, I fear that the issues will only get worse if we see the increase in development outlined by my hon. Friends without any significant increase in the associated infrastructure, in particular the improvements on the A5 that we seek.

[Mark Pawsey]

My hon. Friend is making an important point about ensuring we get infrastructure before development takes place. The A5 acts as a boundary between his constituency and mine. In the same way that his villages are affected, people from Pailton, Monks Kirby, Churchover, Clifton and Newton are in many cases reluctant to go on to the A5 because of the large number of HGVs using it as a consequence of the industrial development that has taken place. That will only get worse if development continues.

[Alberto Costa]

I agree entirely with my hon. Friend. My family use a dentist in Pailton, so we are familiar with travelling along the A5 to get to that wonderful village.

The Magna Park logistics park is one of the largest in Europe and is located in my constituency. Given its proximity to the market town of Lutterworth, my constituents are often subject to unreasonable amounts of commercial traffic clogging up the area. However, as we heard from my hon. Friends, the A5 does not have an impact only in my constituency. I am glad to say that it is also important and significant for my hon. Friends here today. My hon. Friends the Members for Bosworth, for Nuneaton, for Rugby (Mark Pawsey) and for North Warwickshire (Craig Tracey) have been instrumental in pushing the matter to the very top of the Department for Transport’s agenda, and I pay tribute to their excellent efforts. Like me, they recognise the plight of their constituents and are cognisant of the A5’s huge importance. For that matter, I thank Conservative-led Blaby District Council and Conservative-led Harborough District Council, which have also been pushing efforts to help to improve infrastructure on the A5 and surrounding areas.

In closing, it is important to note that the concerns I have expressed about the A5 are not simply local concerns; they are regional and national. The A5’s strategic importance should not be underestimated, but to keep up with economic growth and our nation’s industry, vital infrastructure improvements such as those proposed to the A5 must be prioritised. The road stretches through four counties and multiple constituencies and encompasses hundreds of thousands of our constituents, so the A5’s inclusion in the road investment strategy 2 is not only a must for my constituents and those of my hon. Friends; it is a must for the people of the midlands. It is very much a big picture project, and the road needs big improvements right away.