A11 (Dualling)

Matt Hancock Excerpts

Tuesday 27th July 2010 Westminster Hall

[Matthew Hancock (West Suffolk) (Con)]

It is a great pleasure to speak under your chairmanship for the first time, in my first speech in a Westminster Hall debate, Mr Williams. I am delighted to have been granted this debate on the economic impact of dualling the A11, and am grateful to the Minister for giving his time. I am also grateful for the cross-party attendance by the many colleagues from all over Norfolk and Suffolk who have come to the debate.

It is poignant that this is the last day of the parliamentary term, for today Members will return to their constituencies—many of them along the A11. Those hon. Members will follow a now familiar path: steady progress past the M25 and an unencumbered glide past Stansted, before turning right-handed, and making steady progress up to Mildenhall. Then they, like 25,000 others every day, will come to a shuddering halt at Barton Mills. As they grind past the service station, and take their life in their hands getting on to the Fiveways roundabout, they fear they will never go faster than 30 mph again. Is that because it is a built-up area? No. Is it because of the number of pedestrians? Hardly. It is because they have reached the Barton Mills bottleneck. Why does that feature endure? Do the people of Norfolk not need a decent road to the capital? The journey from London to Norwich is 115 miles long. Yet for an inexplicable reason, nine miles in the middle of it have been left as a single carriageway.

The Minister will today hear many accounts of the extremely high economic returns that would result from finishing that bit of road. He may wonder how a road-widening project can have such high economic returns, but I urge him to think of it not as a road-widening project between Barton Mills and Thetford—although it is that—but more as the long-overdue completion of the road to Norfolk. The first layout of the motorway network, drafted in 1936, included a motorway from London to Norfolk. Proposals for completion of the dualling of the final nine miles of the A11, known as the Barton Mills bottleneck, were first put forward in 1989. After an assiduous campaign by my predecessor, Richard Spring, and my neighbour, my hon. Friend the Member for Bury St Edmunds (Mr Ruffley)—I pay tribute to them both—it became a Government priority in 1999. Public meetings on the plans were held two years ago this week. My constituents, and people all over East Anglia, hope that the new Government will finally give the scheme the go-ahead when the spending review is completed.

Today’s debate focuses on the economic impacts of the road, so I will not dwell on the fact that the reasons for improving that stretch of the A11 are not solely financial. Local people are very focused on the tragic human cost of delaying the scheme. There are serious safety concerns, which were brought into sharp focus by a Road Safety Foundation report in June, which found that single-lane roads were twice as dangerous as dual carriageways. To the real economic cost we must add a cost measured not in pounds, but in lives. Having set out the context, I want to explain, first, the overwhelming local support for the scheme, and, secondly, its clear economic justification. Finally, I shall address head-on the central fact facing the Government: the vast, unprecedented budget deficit that the coalition is addressing.

First, unlike some transport projects, the scheme commands wide support. The number of fellow MPs here today from all over East Anglia is testament to that fact. Indeed, I am yet to come across an objector. Indicative of that was a petition of some 16,000 local residents presented to the Department for Transport in November 2008 by Daniel Cox, leader of Norfolk county council. Environmental concerns that were raised have been addressed. The project is supported by both Natural England and the Royal Society for the Protection of Birds, which says that

“the road will not harm wildlife in the Brecks”

and that it is

“confident that this is the right deal for nature”.

Local businesses are also behind the scheme. The local branch of the Federation of Small Businesses backs the plans, arguing that an efficient road system is “essential”. Giles de Lotbinière, the managing director of local business Lignacite, says A11 delays are a “hindrance to businesses”. Indeed, international businessman and local landowner Lord Iveagh reflected the general tone adopted by the businesses that I have spoken to when he said:

“the more we can do for the road the better”.

The project of relieving the Barton Mills bottleneck is supported not just by local people, safety campaigners, environmental groups and businesses, but by all three political parties. During the election campaign, Lord Adonis, on a last gasp visit to his friend Charles Clarke in Norwich South, said:

“Labour is committed to completing the dualling of the A11 with construction beginning this year.”

On 23 April, the Prime Minister and Deputy Prime Minister spoke out in support of the widening. My right hon. Friend the Deputy Prime Minister said that the project was “totally justified”, while my right hon. Friend the Prime Minister said that

“everyone knows it needs to be done”.

So from top to bottom, support is widespread.

What of the economic case? Having done the research, reviewed the evidence, and spoken to the officials at the Department, for whose time I am grateful, I can say that the economic case for finishing the road is compelling. The cost estimate for the scheme is £134 million. Consultants for the Highways Agency estimate that, for that cost, the project will generate £19 million in indirect taxes, and economic benefits of £550 million for consumers and £1.1 billion for businesses; so on the Government’s own figures, the benefits are more than 20 times the cost. That is an astonishing figure, which I shall put into context. A return of more than twice the cost is regarded by the Department for Transport as

“providing high value for money”.

Hon. Members will not be surprised to find that the Highways Agency reports that

“benefits exceed expenditure costs substantially, demonstrating the economic viability of the scheme”.

The report found that there would be productivity benefits in Norfolk, Suffolk and Cambridgeshire, and that they would be concentrated on Thetford, Norwich and Great Yarmouth. It is good to see that MPs representing all those towns are present for the debate. The financial case for completing the road is clearly strong, but the impact would be felt far beyond the balance sheets of the businesses of East Anglia. Completing the road would boost confidence among businesses across Norfolk, generate interest from investors and help to create conditions for new employment. Until 18 months ago, businesses around Thetford routed their lorries away from the bottleneck on a Friday because it was impossible to negotiate. Now they are forced to reroute them every working day. That is the real business cost.

The Highways Agency report that I mentioned discusses the risks of not proceeding with the work and states that

“future growth aspirations could be jeopardised by the failure to improve the trunk road. Traffic delays would become sufficiently severe that new development would fail to materialise”.

I said that the benefits are 20 times the cost; let me put that figure further into context by comparing it with the figures for other schemes on the Department’s list. The A13/A130 link at Sadlers Farm has an economic benefit four times the cost; for the A13 passenger transport corridor, the ratio is 2; for the A421 improvements at Milton Keynes, the figure is 1.9; and for the Luton busway it is 1.6. I am told that some schemes in north-east England have an economic return of less than one; I should be grateful if the Minister would confirm whether that is true.

The reason for that astonishingly high rate of return is clear. We are not talking about a new road project, or even the improvement of a whole road, but the final piece of an otherwise complete jigsaw. The question is why the work has not already been done. I shall not try to answer that question today, although the hon. Member for Glasgow North East (Mr Bain) might try to do so. In truth, I find many of the actions of the previous Administration unfathomable, and that is but one of them. Instead, I shall address head-on the hard question that we all face.

There is no ducking the fact that our nation’s finances are in a mess. We have the biggest peacetime deficit on record, and we are borrowing £1 for every £4 that the Government spend. The central task for the new Government in turning our economy around is to deal with the deficit. I campaigned on that platform, and I support it wholeheartedly. We all know that money is tight. The question is how we should deal with the mess.

The economic evidence shows that fiscal retrenchments are most successful when they are done mostly by reducing current spending. I was therefore delighted when the Chancellor forsook the easy option of further cutting capital spending in the Budget. He said:

“Well-judged capital spending by Government can help provide the new infrastructure our economy needs to compete in the modern world. It supports the transport links we need to trade our goods...There will be no further reductions in capital spending totals in this Budget, but we will make careful choices about how that capital is spent. The absolute priority will be projects with a significant economic return to the country.”—[Official Report, 22 June 2010; Vol. 512, c. 170.]

That policy is right, and the proposed scheme would help make it a reality. I believe that the A11 improvement scheme clearly fits into the class of capital spending that the Chancellor is keen to continue.

Last week, the Secretary of State for Transport told the Eastern Daily Press that the scheme had achieved “a very high score” under the Whitehall cost-benefit analysis, and spoke of the “very powerful” economic benefits of removing such bottlenecks. Will the Minister repeat those words today? Will he confirm that the evidence shows a compelling case for the road to be completed? Does he accept that there is virtually no local opposition? Will he now tell us that, even in these difficult economic times, removing the Barton Mills bottleneck is at the top of his list of priorities?

Lastly, will he accept my invitation to join me, one day soon, in opening the final section of this long overdue road, completing the dream of a highway to Norwich? If he does so, the warm and generous people of East Anglia will give him the hero’s welcome that he deserved. [Applause.]

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[Mr Keith Simpson (Broadland) (Con)]

Mr Williams, it is a pleasure to serve under your chairmanship.

I warmly congratulate my hon. Friend the Member for West Suffolk (Matthew Hancock) and my other hon. Friends who are here in Westminster Hall today. We “old lags” from pre-2010—the “Alten Kämpfer”, as our German cousins would call us—stand in awe of their enthusiasm and the fact that they really want to hunt as a pack on behalf of East Anglia.

Norfolk has two main trunk roads, the A11 and the A47, neither of which is completely dualled. I have fought long and hard for the A47 to be dualled because, as my hon. Friend the Member for Great Yarmouth (Brandon Lewis) has said, it goes through part of my constituency. In terms of priorities, however, I think that everybody in Norfolk—whether they are business people, local councillors or Members of Parliament—has recognised that the No. 1 priority is the completion of the dualling of this nine-mile stretch of the A11. That is the message that I would give to our hon. Friend the Minister—that this dualling work is the key to unlocking a lot of the economic development that we require in the northern part of East Anglia.

I hope that I can compare and contrast the reaction of the coalition Government with the briefing that I went to in 1997 with the newly elected MPs at that time. It was a briefing from Baroness Hayman, the Speaker in the House of Lords, who was then a junior Transport Minister. We were told then that roads were really not on the agenda; nobody was really interested in roads at that time. However, the great outcry and bellowing from the then Members for Norwich, North and Norwich, South—Dr Ian Gibson and Charles Clarke respectively—and others proved that even then we recognised that roads were absolutely crucial.

If the Barton Mills stretch of the A11 is blocked, perhaps by roadworks or an accident, and if the A47 is blocked at the same time—I think that it happened once that both roads were blocked at the same time—there is no doubt that Norfolk will be totally gridlocked. As I say, that gridlock has actually happened. It is ludicrous that that should happen to one of the largest counties in the country and it obviously has a knock-on effect for our friends and colleagues in Suffolk.

In addition, the A11 is criss-crossed by a number of secondary roads. At times, it is almost impossible for people to get across those secondary roads and I believe that that also has a knock-on effect on the local economy.

It seems that Norfolk and Suffolk suffer from a double negative. First, we have an inadequate road link between Norwich and London. At this point, I must gently tease my hon. Friend the Member for South West Norfolk (Elizabeth Truss) and say that Boadicea was, of course, heading towards Colchester and not towards Cambridge; I think that Boadicea’s old satellite navigation equipment might have been slightly out when she was heading south to our friends in Colchester for a quiet word in their ear and burning down their capital. While I am at it, I also gently point out to my hon. Friend that in Roman times it was Venta Icenorum, which was outside Norwich, that was the capital of East Anglia. Having Thetford as the capital was a later, rather vulgar occurrence under the Anglo-Saxons. [Laughter.] However, Mr Williams, I will pass that by.

As I was saying, the crucial point is that we not only have that inadequate road link but, as my hon. Friends have already pointed out, we have for years had a very inadequate rail link, first run by Anglia and now by National Express. We have all been working to improve that link and I hope that the Minister will pass on to his colleagues who are responsible for the rail network the fact that, when the franchise comes up for renewal, we intend gripping in no uncertain terms, and we will want to interview the various companies that might be thinking of putting in a bid for that franchise.

My hon. Friends have outlined the impact on business and economic development of dualling this stretch of road. My experience of 13 years as a Member of Parliament, in a constituency that is north of Norwich, is that there is no doubt that one of the factors—I emphasise that it is only one of the factors, although I think that it is an absolutely crucial one—in getting investment into Norfolk, either from the rest of the United Kingdom or from overseas, is the perception that our infrastructure, including the important road and rail network, is of poor quality. Even in the age of being able to order goods through the internet, when it comes to companies that ultimately rely on shifting quite heavy duty goods by road and rail, I think that Norfolk and Suffolk frequently lose out if those companies are looking for new places to go to. Therefore, it is absolutely crucial that we re-establish that infrastructure.

The northern part of our region has always been a poor relation. Parts of Suffolk, Norfolk and Cambridgeshire are poor as measured by every index of social deprivation that one can think of. My own constituency only has small pockets of social deprivation, but in particular I am thinking of friends and colleagues in Lowestoft, Great Yarmouth, King’s Lynn and Norwich, where there are major areas of social deprivation. Therefore, getting in new business is crucial.

We should also bear it in mind that we have about 2 million to 3 million tourists coming to Norfolk and Suffolk each year to visit our beautiful counties and one of the horror stories that they invariably leave with is that of being stuck on the A11. We want to encourage tourism, so roads are crucial.

We should also bear in mind, as hon. Members have pointed out, the importance of the right kind of capital expenditure. I know that the Minister is aware of it; my hon. Friend the Member for West Suffolk has flagged it up. I also pray in aid the support of a colleague who is unable to speak in this debate, although her fragrant presence is before me; I refer to my hon. Friend the Member for Norwich North (Miss Smith), who, as a Whip, may be seen but, sadly, never heard, or at least heard only in private. My hon. Friend the Member for South Norfolk (Mr Bacon) also sends his apologies, as he is on duty at the Public Accounts Committee. Both my hon. Friends have said that there are two types of capital expenditure. The first, once made, may cost more and more. Such expenditure is important, as it includes schools, prisons, hospitals and so on. The second, apart from the occasional need to repair potholes, produces economic growth after the initial capital investment is made. Roads are one of the most important elements of such growth. I commend my hon. Friends for making that point.

[Matthew Hancock]

Does my hon. Friend agree with the Minister’s boss, the Secretary of State for Transport, that there are powerful economic benefits to removing the bottleneck?

[Mr Simpson]

Yes, absolutely. I am sure that colleagues from other parts of the country will make similar points, but I believe that our point about the A11, which is backed up by the quote from the Secretary of State, is a powerful one.

On the politics of the issue, I have every sympathy for the Minister. His civil servants will have produced a good brief saying, “I commend all the people who have spoken, sympathise with them and feel their pain, but I point out that we are in the middle of a comprehensive spending review and I can therefore make no commitments whatever; kisses to all.” I am not being patronising; he is in a difficult position, as are all Ministers in all Departments.

Our most important message to the Minister is that the MPs of Norfolk and Suffolk are absolutely united in the opinion that the A11 should be given priority. We have been to see the Chief Secretary to the Treasury, and some colleagues have met the Secretary of State for Culture, Olympics, Media and Sport to discuss broadband, so we understand the economic constraints, but when the Minister considers priorities during the next few months, we urge him to look carefully at what we have argued for. We believe that, in two to three years, the investment required will produce more tax revenue for the Government and will benefit all our constituents.

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[Simon Wright (Norwich South) (LD)]

I congratulate the hon. Member for West Suffolk (Matthew Hancock) on securing a debate on an issue that I know he campaigned on long before he was elected. Like so many of us, he raised the matter in his maiden speech—indeed, he managed to lobby me on the issue before either of us had been sworn in as an MP. I also pay tribute to the work of my neighbour the hon. Member for Norwich North (Miss Smith), who is sadly unable to address us. I know she cares passionately about the issue because of the benefits that dealing with it will bring to the people of Norwich.

It is important to recognise the challenges posed to the local economy by lack of infrastructure in and leading into Norfolk. The county’s economic position within the east of England and the greater south-east region is not typical of those areas. Business birth rates in Norfolk are less than 9%, which compares poorly with a rate of more than 11% across the east of England, and prospects appear to be worsening relative to the wider region, with the number of business births in Norfolk down by 17.5% since 2007. That figure compares poorly with a drop of around 5% across the wider east of England.

In 2004, there were 3,690 new businesses in Norfolk; in 2006, that figure fell dramatically to 3,195; in 2008, it fell dramatically again to just 2,765. Norfolk is slipping further behind, and the gap is widening. In the past, East Anglia has generated a high number of start-ups, some of which have gone on to achieve huge success, such as Bernard Matthews and his turkeys. The drop in start-ups in a county that has traditionally relied economically on large numbers of small business operations is worrying. A key reason for that decline is the lack of infrastructure within a sparsely populated county, which puts it at a competitive disadvantage.

Yet Norfolk can contribute so much. There is huge untapped potential in Norwich and across Norfolk waiting to be unleashed by the completion of the dualling of the route. My constituency is at the end point of the A11, and it is appropriate that its starting point was originally the Bank of England, because Norwich businesses will need a fast, direct route to the banks for the enormous proceeds that dualling the road will generate. Norfolk has the potential to be at the cutting edge of green technology, science and research, but that depends on improving our infrastructure. Offshore energy, engineering, financial and business services and creative and media industries are among the areas in which Norfolk could be a world leader, but to develop them we must overcome the shortcomings in our transport system. It is enormously frustrating that a whole county’s development has been held back by a series of delays to a final decision on upgrading the A11.

Norfolk’s transport infrastructure has been under-invested in for decades. The need to dual the A11 was first raised nearly 40 years ago by Edward Heath in 1971. In 1984, the Eastern Daily Press threw its weight behind the campaign, as have dozens of Norfolk MPs over the intervening years, and yet we are still waiting in 2010. It is perhaps because of that long-term under-investment that the economic case for dualling the A11 is so compelling. Norwich is the largest UK city that is not connected to the dual carriageway and motorway network, and making that connection is one of the few low-hanging fruits, ripe and easily picked, that would result in enormous benefits. For Ministers looking for cost-effective ways of delivering economic benefits through infrastructure investment, the A11 is surely at, or near, the top of the list.

Norfolk is geographically isolated and sparsely populated, which provides challenges for economic development, and the poor quality of the county’s road network and its lack of connectedness make those challenges much harder for businesses to overcome.

[Matthew Hancock]

Does the hon. Gentleman agree that not only do businesses in Norfolk lose out as a result of that bottleneck, but many businesses at the other end in Suffolk, which would dearly love to work with the great businesses he has mentioned and the great scientists other Members have mentioned, lose out because the bottleneck splits those two areas?

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[Mr Bain]

As ever, the timing of my noble Friend Lord Adonis was impeccable. He will have made that decision having weighed up all the factors, in his inimitable style.

Other transport capital investment is contributing to economic recovery in East Anglia. Rail freight contributes £870 million to the UK economy each year, and Network Rail’s decision to upgrade the line between Felixstowe and Nuneaton via Ipswich, Ely and Peterborough will help the rail freight industry in East Anglia in particular, potentially taking 750,000 lorries off the roads in the UK and on to rail by 2030.

I am pleased to see the Under-Secretary of State in his place. During the election campaign there was quite a tough war over the A11 dualling between his right hon. Friend the Minister of State, Department for Transport and his hon. Friend the Under-Secretary of State for Transport, the hon. Member for Lewes (Norman Baker). The coalition agreement makes 12 commitments on transport issues, but none relates to the £6 billion plan for roads investment which the Government inherited from their predecessors.

I hope that the Minister will take the opportunity today to affirm the Government’s support for necessary improvements to our roads network, of which the completion of the A11 dualling is a key part, and to make it clear that the Liberal Democrat pre-election policy of cuts in new roads investment has been repudiated. More widely, can he outline what his Department’s criteria are in its value-for-money analysis of transport capital projects? Can he indicate which criteria, in his view, the completion of the A11 dualling would fulfil?

My broader point, which was referred to by the hon. Member for West Suffolk, is that countries that have attempted a programme of fiscal consolidation remotely resembling that being pursued by the Government have seen transport as an easy target. Canada in the mid-1990s is a case in point, where spending was slashed by 50%. That must not happen in the comprehensive spending review and in the programme of fiscal consolidation.

[Matthew Hancock]

I am grateful that the hon. Gentleman accepts that the Government of whom he was a part failed to invest in infrastructure enough. It is good of him to admit that. Therefore, does he agree that not reducing capital spending in the Budget was the correct decision? Given his citation of the economic literature, does he commend that decision by the Chancellor?

[Mr Bain]

The point made in the Crafts article, and in a number of studies, is that Governments—both Labour and Conservative—over decades have not invested enough in transport. I hope that that is borne in mind in the comprehensive spending review.

Am I content that the Chancellor has not cut capital investment further? Absolutely. We shall see what happens on 20 October, but transport has a strong case for needing additional capital investment, not least in projects such as the completion of Thameslink and high-speed rail, on the benefits of which I have spoken in previous Westminster Hall debates.

I hope that the Minister will show today that he and the Secretary of State are prepared to fight for investment in our roads, buses and trains, and do not simply see their budget as one which is ripe for pruning by the Chancellor. I pay tribute to the contributions made by other hon. Members and hope that the Minister will have good news for the people of Norfolk and Suffolk.

[The Parliamentary Under-Secretary of State for Transport (Mike Penning)]

It is a privilege to serve under your chairmanship, Mr Williams, for the first time on the Government side of the House, under the new coalition.

My hon. Friends are hunting in a pack today, as they do regularly in the House. I congratulate them on doing so. It is good that people stand up for their communities, come together to agree what they agree on and move forward on that. I am somewhat trapped, as hon. Members know, by the draft orders that are still in place. I must be slightly careful about what I say so that I do not prejudice any developments. The spending review is still going on and, once it is over, we will announce as soon as possible which programmes will go ahead. That is the right way to proceed—promises broken are not worth anything.

The shadow Minister, the hon. Member for Glasgow North East (Mr Bain), referred in his short comments to unfunded projects. We know that many of those projects would not have gone ahead unless the previous Government had borrowed even more and given us even more fiscal problems than we have at present.

My hon. Friend the Member for Broadland (Mr Simpson) said that I have a speech written by my officials. Yes, I do, but, if I tried, I would not be able to read it in the next 10 minutes. Actually, because of the nature of the debate, I think that it would not be right and proper to do that. In the time that I have been in the House, I have often sat on the other side of this Chamber and watched Ministers read out, in good faith, what was put in front of them by their officials, but not respond to comments that were made during the debate.

This debate has been excellent, and I shall try to respond to as many questions as possible. If I cannot respond directly today, I shall write to the individuals responsible on the issues that have been raised. So much has been said, and I do not want to leave anything hanging in the air. We will write, talk about the issues and work together to go forward.

I have been lobbied by Members of this House—the Under-Secretary of State for Foreign and Commonwealth Affairs, my hon. Friend the hon. Member for North West Norfolk (Mr Bellingham), and my hon. Friends the Members for Norwich North (Miss Smith) and for South Norfolk (Mr Bacon)—who, because of other responsibilities, were not able today to make the points that they would have liked to make. However, they have made their views known to me in the Tea Room, in the Lobby and anywhere else. My broad shoulders can take the kind of lobbying that I get on roads at present.

My hon. Friend the Member for West Suffolk (Matthew Hancock) put the argument for the A11 fantastically well. I am extremely familiar with that part of the world. Until I went into the military at 16, I spent every holiday on the Norfolk Broads, and, since I left the military, I have spent at least one long weekend every year in the area. My children are grown up now—they are 19 and 21—but they will not mind my saying that they loved Center Parcs when they were young. We have sat on the A11 more times than I have had hot dinners, long before air-conditioning for cars was invented, cooked while we waited, and then took our lives in our hands as we tried to cross back on to the A11. That was before the new traffic lights were put in at Elveden for Center Parcs. I know that they caused a great deal of controversy locally when they were put in, but they have saved lives.

On saving lives, there were 148 accidents between 2004 and 2008 on this section of the road, 12 of which were serious and two of which were fatal. Our thoughts are with the families and loved ones of the people who lost their lives on that road.

The argument is broad. It is about congestion, but what does congestion cause? We have heard today about the economic effects on communities in Suffolk and in Norfolk. I visited many hon. Members during the general election in my shadow Health role, which I had before I moved to my new and exciting role as the Roads Minister. I talk about roads all the time to everyone—I love being the Roads Minister.

My hon. Friend the Member for Great Yarmouth (Brandon Lewis) is here today. I went to Great Yarmouth when he was the candidate. I went up the night before because I was petrified about not being there on time for an appointment at 9 o’clock the following morning—I know what that road is like. He was generous and very kind in entertaining me the night before.

The argument is not just about business, although the business argument is there, but about other factors that we need to consider such as pollution, and the environmental effects on constituents of that kind of congestion on the road. Investment decisions have to be made not only about businesses but about homes. There is no point building many homes in a part of the world where the road infrastructure is so bad.

I will ensure that the points raised by hon. Friends on rail infrastructure, particularly for freight, are taken to my right hon. Friend the Minister of State, Department for Transport, and that she is made aware through my officials of the comments that were made today. I visited Felixstowe only the other day, and I know that investment in rail to get freight out of that part of the country is crucial to such ports. I pay tribute to Hutchison for investing in the railways, not just there but further down the line as well.

In many ways, the things that were said today show what is great about this country. Politicians will not give up on this—I am thinking especially about the new generation of younger politicians. I am conscious that I shall have to look at why this section of the road has not been dualled, and whether there is funding for it. Obviously, I will look at why, in 13 years, the previous Government did not do the work. They did some of the preparatory work, and they knew when they came in how important it was.

The hon. Member for Glasgow North East said that the project was important, and asked me to give an answer today. He had 13 years to get the previous Government to do that. Actually, because they borrowed so much and did not worry about the country’s fiscal situation, the funding was there.

The Secretary of State for Transport, officials and I will look at the business case. Projects have gone ahead in the past 13 years with tiny benefit-cost ratios of 1 and 2. Projects with a business case that is a tiny percentage of that for the A11 were started and are going ahead today. All I can say is that, if I had been the Roads Minister then, such projects would not have gone ahead because there was not a local business or environmental case for them.

I cannot change the past. I cannot say today that I will stop projects halfway through. We have said that every road project across the country that has not started will stop, and we have stopped the public inquiries. I do not want public money spent on public inquiries, projects and engineers, plans being drawn up and the public worrying even more, if there is a possibility that many of the projects will not go ahead. If we are to make progress, it is right and proper to ensure that the money is there.

What are we looking at? The BCR for the A11 project is not 2, 3, 4 or, as alluded to earlier, 19—it is actually 20. I shall not beat about the bush. My hon. Friend the Member for West Suffolk asked me to comment on what the Secretary of State said the other day about the project having a very high BCR. I will repeat what he said: it has a very high BCR. We are waiting for the analysis to be done within my Department to confirm that it is 20. If it is not, I am fairly certain that it will be between 19 and 20, and, if that is the case, it is very high.

Can I say today that the project will go ahead? No, I am sorry that I cannot. However, I promise to look at all the environmental, business, community and pollution advantages of each scheme, including the A11 scheme. I most certainly will do that.

[Matthew Hancock]

On behalf of my colleagues, may I say that we are extremely grateful for the Minister’s thoughtful and direct response? Is he able to publish, or point us to published evidence of, the BCRs for the other projects that are in the pipeline?