A47

Richard Burden Excerpts

Wednesday 14th May 2014 Westminster Hall

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

It is a great pleasure to serve under your chairmanship today, Mr Davies. I add my congratulations to the hon. Member for Broadland (Mr Simpson) on securing the debate. I understand that when he launched this phase of the A47 campaign—hon. Members have referred to a phase of the campaign; it was not started recently—he did so by driving a Union Jack Mini Cooper along the road from King’s Lynn to Great Yarmouth. It is a lovely car. It was an Oxford-built Mini, and, from a strictly parochial point of view, I remind him that it was the original Longbridge-built Mini that Autocar readers voted the best ever British car the other week. Both are great British cars. If he had been driving the old Mini, it would have said something about how long the campaign for the A47 had been going on.

Many hon. Members have spoken and they have made a powerful case. They have explained why upgrading the A47 is a regional priority not only to improve connectivity with the midlands and the north, but to boost economic growth and improve safety on the road, —an important issue. The case has also been highlighted, as hon. Members have said, by the Eastern Daily Press. I will not add to those points.

The case has been made powerfully by the A47 Alliance —an additional 9,600 jobs; an estimated £400 million gross value added a year; and enabling the area’s knowledge and research industries to grow, which hon. Members have also stressed today. This is a cross-party issue. The Labour-led Norfolk county council has also championed infrastructure improvements. Indeed, my office was talking just the other day to Labour’s Jessica Asato in Norwich.

I should like to focus on how this scheme could fit with the Government’s overall approach to infrastructure. Ministers will be trumpeting the proposed tripling of investment in the strategic road network, which is expected to be £3 billion by 2020-21, and perhaps the Minister will do so today. He has to recognise, of course, that when the Government entered office they pulled nearly £4 billion from the planned investment in our strategic roads and the Highways Agency budget for capital investment was cut from £1.6 billion in 2010-11 to just £877 million in 2013-14. Those are not my figures, but those of the National Audit Office.

Those cuts meant that a number of shovel-ready schemes were pulled, including major upgrades to the A1, A14, A19, A21 and, yes, a section of the A47 as well —not the whole scheme, admittedly, but the £26 million Blofield to Burlingham scheme, one of seven scrapped by this Government in the 2010 spending round, despite its having a cost-benefit ratio of 7:1.

Ministers now seem to have woken up to the importance of investing in infrastructure for the long term. I welcome that, but unfortunately it follows years of indecision and delay. As it stands, the Government’s national infrastructure plan is a long wish list of schemes. We may have heard about major progress being delivered in the autumn statement, but the truth is that a lot of those schemes were actually okayed by the previous Labour Government. Perhaps the Minister will tell us why just a third of the 646 projects in the most recent version of the plan will have been started by 2015—just 10% of the promised investment.

Hon. Members have talked not just about the A47 scheme’s being about unlocking the strategic road network, but about its importance in the local road network. Again, I ask the Minister to think about the fact that Norfolk county council’s integrated transport grant, which covers schemes for buses and cycling as well, has been cut by 80% since 2010-11.

Delivery of the A47 scheme is important, but I am not convinced that we are getting it. Other hon. Members made that point.

I should like to ask the Minister about the feasibility studies to tackle six of the worst road spots in the country. In April 2014, the six scope documents for these feasibility studies were finally published. Let us be clear and understand that, although these documents set out the aims and objectives for the feasibility studies and proposals regarding problems that need to be solved, they do not include plans of action. The scope documents prepare for studies that will then, presumably, be subject to further review and public consultation. As my right hon. Friend the Member for Newcastle upon Tyne East (Mr Brown) put it so eloquently last week in respect of the A1, which is in a similar position,

“What accounts for the delay between the tentative announcement of yet another study and the setting up of the study? What is left to be studied of this much-studied question?”—[Official Report, 8 May 2014; Vol. 580, c. 267.]

Perhaps the Minister will explain why it has taken 10 months to draw up these initial scope documents. Will he answer the point made by the hon. Member for Broadland about whether we can be confident about what will happen by the autumn?

The total cost for undertaking the feasibility studies is projected to be £2.5 million. Can the Minister tell us what is actually being studied as being feasible or not? Are costed and timetabled plans being assessed or is something else being assessed? If it is something else, what is it?

This matter is important, because the Government also recently announced that they wish to set up a wholly owned Government company to replace the Highways Agency. That has attracted a lot of attention. The Transport Committee published a report recently saying that it was unconvinced by a number of the Government’s arguments on that. I am interested in what the Government say in response to the Committee’s criticisms and should like to ask the Minister how that relates to the issue we are discussing.

How is the Minister’s feasibility study on the A47 meant to fit in with the proposed new arm’s-length highways agency? If the feasibility studies following the scope studies, which are then going to be studied themselves, do come out in the autumn, does the Minister then expect a decision to be made on the basis of the feasibility studies before or after the proposed creation of the new wholly owned Government company, whatever it will be called? Its working title is the new GoCo.

Will a decision on the issue then bind that new arm’s-length highways agency or does the Minister expect the matter to go to that agency to be considered, perhaps even—who knows?—for it to do its own feasibility study on this project? I should like the Minister to be just a little bit clearer on how the feasibility study fits in with the timetable and decision-making terms and with the creation of his new arm’s-length highways agency.

The whole story shows the importance of long-term thinking on infrastructure. All Governments have failed to do that in different ways over the years and that must be tackled. That is precisely why Labour has asked Sir John Armitt, chairman of the Olympic Delivery Authority, to consider what is needed and why it is producing plans for a national infrastructure commission to get over this and get the long-term thinking that we so desperately need into the system. Will the Minister back that proposal for a national infrastructure commission?

--- Later in debate ---

[Mr Goodwill]

The Government are considering that measure. The Scottish Government are considering a trial on the A9 north of Perth, where there are particular problems, with a view to increasing the speed limit for trucks to improve safety on the road.

I know my hon. Friend the Member for Great Yarmouth (Brandon Lewis) would have liked to contribute to the debate, but his ministerial duties precluded him from doing so. I am sure he would have mentioned the importance of the Acle straight and Great Yarmouth to the energy industry.

The hon. Member for Birmingham, Northfield (Richard Burden) talked about the stop-start investment in roads. I am proud that we are tripling investment in roads, and we must not forget that when the Blair Government came into power they announced a moratorium on new road building, even though they had the money to build roads. Later in that disastrous period of government, they had to cut road building because they ran out of money. When we took over, we had to make some tough decisions because of the dire financial position that we inherited. Fortunately, things are looking a lot better, which is why we are able to invest in infrastructure generally, not only in roads but in the conventional rail network and our new high-speed rail network.

The hon. Gentleman also mentioned the GoCo through which we will deliver many of the infrastructure projects. That is part of our long-term plan to deliver better value for money for the taxpayer. I am sure we will have opportunities to discuss that across the Dispatch Box.

[Richard Burden]

On the timetable, assuming that this idea is approved in the autumn statement, will the GoCo have a further look at the proposal, or will it have been approved at that stage? What is the timetable?

[Mr Goodwill]

The whole point of the GoCo is to get on with these jobs, not to delay them. I can allay the hon. Gentleman’s fears in that regard. Network Rail works in that way, and it does not tend to delay rail projects; it tends to deliver them efficiently.

I met a number of hon. Friends in February to discuss the updated proposals put together by the A47 Alliance in its “Gateway to Growth” prospectus. The updated prospectus is an excellent example of how a range of local and regional interests can work closely together to set out the case for future Government investment. The prospectus sets out a targeted programme of improvements to both the strategic and local road networks. It details some 19 specific schemes, with indicative costs and timings.

I will now set out how my Department will consider options for future investment. My hon. Friend the Member for Broadland highlighted the issues on the A47 and the potential for those problems to be exacerbated by planned developments and growth in the region. He will know that the Government recognise those issues and the importance of transport infrastructure to supporting the economy. He will also know that we are committed to identifying and funding early solutions to the long-standing problems on the A47 corridor, initially by undertaking a feasibility study. The A47 corridor feasibility study was announced by the Secretary of State for Transport on 20 August 2013 following the spending review, and it is one of six studies on the strategic road network. On 14 January 2014 I also announced that the section of the A12 between Great Yarmouth and Lowestoft would be included within the study’s geographic scope.

It may be useful if I say a little more about the approach we are taking, as the feasibility study is the mechanism by which we will identify early solutions to the problems on the A47 corridor. The study’s aim is to identify opportunities and understand the case for future investment solutions on the A47 corridor that are deliverable, affordable and offer value for money. Although much of the work has been done previously, agreement has not been reached on the solutions. It is therefore important for us to carry out the study to ensure that we understand the priorities for the corridor and that proposals for investment demonstrate a strong and robust economic case for investment, demonstrate value for money and are deliverable. As part of the study, we have committed to engage with stakeholders to develop and agree the detailed scope of the work. My officials discussed the proposed scope of the work with stakeholders at a meeting in Norwich in late January, and they considered the views expressed before finalising and publishing the scope on 23 April. A number of my hon. Friends have also provided views on the study work’s scope and the range of possible solutions and priorities.

The study work will be conducted in stages, with the initial stage aiming to identify the current and future challenges along the corridor, taking account of local growth plans and priorities. We have built on existing evidence bases and previous study work, including the evidence collected as part of the Highways Agency’s route strategy process and evidence presented in the A47 Alliance’s “Gateway to Growth” prospectus. We are now concluding that stage of the work. We will continue to engage with stakeholders throughout the life of the study.

I again congratulate my hon. Friend the Member for Broadland on securing this debate. I have made it clear that the Government are committed to, and have set out plans for, large-scale improvements to our national strategic road network in the relative short term. The Government have also committed to developing a longer-term programme of investments through the route strategy process.

Through the A47 corridor feasibility study, we will work closely with local stakeholders to ensure that we consider current and future transport problems and the range of possible solutions that could address those problems. As I said, it is important that proposals for future investment are clearly supported by local stakeholders—which the presence of so many Members underlines—and that there is a clear consensus on what is required. Ultimately, any proposals for future investment need to demonstrate a strong business case and the delivery of both transport and wider economic benefits.