National Policy Statement (National Networks) — House of Commons, 2015-01-13
Topic: Transportation
Simon Hugh McGuigan Burns (Conservative, Centre-right): I listened to the hon. Member for Nottingham South (Lilian Greenwood) and was slightly incredulous when she talked about investment in both road and rail as if the Government had done nothing in the past five years. She seemed to forget completely that in control period 5—just to remind her, that is between 2014 and 2019—£38.5 billion is being invested in our railways. Some £15 billion is being invested, between now and 2021, on improving our road infrastructure. On top of that, there is the £33 billion that is going to be spent on investing in High Speed 2. Either she has become over-enthusiastic because we are 115 days away from a general election, or she has been badly briefed. It must be one or the other. I will be charitable and suggest it is the former, not the latter I welcome this debate, the Transport Select Committee’s report and the Government’s policy statement. For far too long under successive Governments, we have suffered from short-termism in relation to infrastructure investment. I remember, as a young man, working in this place during what most hon. Members would consider the nightmare of the 1974-79 Labour Government. Every time there was an economic crisis—at one point, the noble Lord Healey had to turn away from getting on a plane at Heathrow to go and beg the IMF for money to bail us out—one of the first areas to suffer from the ensuing Government cuts was transport infrastructure. Of course, this stop-go approach is in no one’s interest A wise man not only repairs the roof when the sun is shining, but in difficult times will not make the false economy of cutting investment in infrastructure; instead he will actually increase infrastructure, not only to improve the transport system that this country desperately needs, but to create the jobs and everything else that flows from significant infrastructure investment. As the Select Committee highlights, the document, which, to be fair to the hon. Member for Nottingham South, builds on the Planning Act 2008, represents long-termism —looking to the future by investing in infrastructure—and I welcome that I also welcome the fact that, as the blurb says, and as my hon. Friend the Minister and the shadow Minister said, the aim is to overcome problems with the planning regime to ensure the infrastructure plan comes to fruition. I like that aim, but in one way it is inadequate. Notwithstanding the improvements in the document, the planning procedure for major infrastructure projects is antiquated and contrary to the ethos of getting ahead with infrastructure, because it takes too long. It was ludicrous that terminal 5 at Heathrow took 10 years to build, and it will be ludicrous if, once the Davies commission reports next summer, whatever recommendations it makes to maintain our airline hub status in western Europe, it still takes years of public inquiries and environmental impact assessments—important as those are—before any ground is prepared for the new buildings that are so badly needed The policy statement rightly excludes HS2 because of the separate planning procedures for high-speed rail, but those are also antiquated. It is ludicrous. The basis of the parliamentary procedures for HS2 was laid down in Victorian times when the railways were being developed. To do that, the Victorians used the law responsible for granting permissions to erect toll booths. One major project, the London-Birmingham railway, from the moment it was devised to the moment it was up and running, took five years—between about 1833 and 1838—to establish. Victorian MPs would spend an evening in the Chamber discussing a project and then grant the planning permission. By comparison, HS2 is moving at less than a snail’s pace—and that is just for phase 1. We will have to repeat it all over again from 2017 on phase 2. In a modern, highly competitive world, where we have to be ahead of our competitors, we cannot continue with such an antiquated system Although the statement does not apply to HS2, it is a step in the right direction for other major road and rail projects. There has to be a consensus between the main, if not all, parties—after the general election, I suspect—to get more common sense into the procedures, enabling us to deliver the necessary permissions, along with all the safeguards such as the environmental impact assessment and so forth. Then we will not be held back as a nation—in a way that the French, for example, are not —and we can ensure that these projects move forward. The national policy statement makes an important contribution to the debate The document comes up with a number of important statements. It would be fair to say that, by and large, the Select Committee chaired by the hon. Member for Liverpool, Riverside (Mrs Ellman) has welcomed it, although it highlighted a number of concerns. These are not major concerns, and they can easily be addressed by the Government, where appropriate Let me highlight two concerns, one in passing, as I have already mentioned it. The first point in the report’s summary is about having better road and rail connections to ports, airports and parts of the country not currently well served by those networks. That is a very good point, and it is close to my heart, because the main road into the hinterland of East Anglia goes through my constituency—the A12 from the centre of London, bisecting the M25 and going up to the ports at Felixstowe and Harwich and into Suffolk and Norfolk. I am delighted to say that, following significant lobbying by Essex county council, me and others over the years, the Secretary of State and the Chancellor announced in their statements before we went into the summer recess that the A12 from the M25 up to Colchester is going to be transformed from a two-lane into a three-lane road. That shows the significant Government investment in our infrastructure that is so badly needed to get Britain and East Anglia moving again, so I warmly welcome it. The Select Committee report—and, to be fair, the hon. Member for Nottingham South in her comments—also deals with the connection of HS2 to the conventional rail network just north of Leigh and north of Manchester and from Crewe and beyond towards Liverpool, which must be an issue close to the heart of the hon. Member for Liverpool, Riverside. That is crucial, and we must get it right When I was a Minister in the Department for Transport —I do not think it has changed—I always viewed phase 2 of the project as simply a spine for high-speed rail in this country. My right hon. Friend the Secretary of State for Transport has already announced that the Department is looking at the feasibility of a phase 3, running north of Manchester, up to Glasgow and then across to Edinburgh. That is excellent. Providing a business case and a feasibility study justify it, I would like to see other branches developing off that spine—for example, not simply to the north of Crewe but, in time, all the way into Liverpool. If a case can be made, it could go down into south Wales or even into the south-west of England. That shows the opportunities we have to move forward with this exciting project If this document and Governments of all political persuasions have the foresight to develop major infrastructure projects on a long-term basis rather than a chop-and-change, go-and-stop basis, I believe that the initiative that flowed from the 2008 Act will be of considerable benefit not just to this Government but to future Governments, and will contribute to the improvement of this country’s infrastructure.