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HOUSE OF COMMONS
SOUTH WEST REGIONAL SELECT COMMITTEE
INQUIRY INTO TRANSPORT IN THE SOUTH WEST 2009
Submission from:-
Mr. Neill Mitchell
Independent / Unaffiliated Regional Transport Analyst (Plymouth-based)
13th July 2009
INTRODUCTION
1. The contents of this submission are the product of independent and unaffiliated observation and analysis. The text does not, therefore, purport to represent the collective views or policies of any specific body or group, but does seek to champion the SW's regional business competitiveness agenda.
2. My career biography is attached for the background information of Members and my home contact address has been duly supplied to the Committee's Clerk.
PRE-REQUISITE - A NEED FOR "JOINED-UP" GOVERNMENT 3. Many commentators argue that "Transport in the South West" is a wide-ranging and complex issue, requiring considerable technical and professional expertise to comprehend and prioritise. 4. I offer an opposing view, namely that the matter is and always has been entirely straightforward. In short, the only issue is simply whether it is the declared objective, strategy and priority of EU/UK Government that the South West Region of England's economic competitiveness and performance should be enhanced - or not? 5. If the answer is "yes", then the connectivity of the Region must be improved accordingly - through coherent, prioritised, sustained and ring-fenced public investment in upgrading its inter-regional arterial transport infrastructure. If, however, the honest answer is "no" then the Department for Transport's piecemeal "stop-go" approach to investment in the SW's connectivity over the past 50 years (and its seeming lack of strategic ministerial objectivity in confronting single issue minority protest groups) will duly suffice. The South West can thence remain as a consistently under-performing low-wage region of the EU - just as it has been since the end of World War II. 6. In this context, it is reasonable to speculate that the Department of Business, Enterprise and Regulatory Reform (BERR) would not hesitate in answering "Yes", this being one of its Department's top priorities and the very raison d'etre of the SW Regional Development Agency. But that the Department for Transport might acknowledge that it's answer would have to be "No" - on the basis that the needs of other regions will always score more strongly in "business case" terms, notably those of London and the South-East. 7. So, it would be helpful if the Select Committee's Inquiry Report were to highlight the long-standing need for "joined-up" inter-departmental government to be applied in future to Transport Strategy, which should be complementary to (and determined by) Regional Economic Development Strategy, rather than continuing to be a detached impediment to the latter's delivery. 8. On a number of occasions over recent years I have advocated the creation of a single unified "Department of Competitiveness, Enterprise and Infrastructure" (DCEI) - to sharpen the focus of Whitehall upon the inter-dependency of Competitiveness and Infrastructure (Transport, Power and Communications). The Prime Minister's creation of BERR, as successor to DTI, was a step in this direction but did not go quite far enough to deliver the potential benefits of a fully "joined-up" department..
RECOMMENDATIONS TO THE SELECT COMMITTEE 9. UK Government must recognise that the extended Peninsula Geography of the South West Region, on the periphery of the European Union, necessitates correspondingly extended arterial transport infrastructure to service the connectivity of it's extremities, if the region is to sustain any degree of competitiveness within the global economy. Similarly, that the arterial infrastructure should be robust and resilient, able to facilitate alternative uninterrupted transportation options in the event of blockages or failures en route. 10. If it is the stated policy of the European Commission and the Department of Business, Enterprise and Regulatory Reform that the South West Regional Economy should be prioritised for structural regeneration, then disciplines of "joined-up" government must require that the Department for Transport's investment priorities should be similarly aligned specifically to support delivery of that policy - irrespective of the perceived strength of the "business case".
11. PORTS: In general, whilst there are numerous environmental and regulatory constraints upon Port Operators, the Region's privatised Ports continue to be competitive and can be relied upon to maintain the levels of investment needed to develop their business potential further. The Port of Bristol currently having the most ambitious of the forward development plans. 12. However, the Port of Plymouth stands out as being the Region's largest port currently least able to develop its full commercial potential, due to being substantially still in the public sector and subject to the uncertainties and conflicting political priorities of Ministers and Civil Servants, Departmental Reviews and Treasury funding constraints. 13. A process of transition needs to be instigated with a view to achieving, by the year 2015, revocation of the Dockyard Ports Regulations 1865 (as they apply to Plymouth), replacement of The Queen's Harbourmaster function by a fully-commercial unitary Port of Plymouth Authority (embracing all navigable waters between the Eddystone Lighthouse and the bridges over the Rivers Tamar and Plym respectively), privatisation (for port use) of the MoD's Devonport Naval Base Estate and negotiation of a leaseback arrangement for continued Royal Naval operational activity from a secure compound at HMS Drake. 14. In the mean time, the MoD's "Operation ROUNDEL" (hinterland disposals) should be suspended, an Inventory/Asset Register of the Port of Plymouth's physical infrastructure prepared, a professional port operational capacity study instigated and a "Master Plan" for future development drawn up.
15. AIRPORTS: Again, the Private Sector has facilitated an extraordinary expansion and consolidation of competitive air transport options serving the Region, helped recently by Cornwall County Council's success in overseeing the transition of former RAF St. Mawgan to Newquay International Airport. The success of Flybe's operations are to be commended, but Air South West has been especially effective in transforming the connectivity of the far South West, notably with its latest one-hour journey time between London City Airport and Plymouth. 16. Clearly, direct international transfer to and from Heathrow - especially for potential inward investors - remains problematic for the SW. It is important that the two major Thames Valley rail projects (London Crossrail and the reconstruction of Reading Station) produce an output enabling direct rapid west-facing rail access between Heathrow and GW Main Line. Extension of the fully electrified "Heathrow Express" electrified infrastructure to new Reading would be best, thus allowing a 2-stop fast airport shuttle service to operate between Reading-Heathrow Terminals-Paddington. 17. There is also a need for the proposed 3rd Runway at Heathrow to be partially ring-fenced for regulated cost regional landing slots, notably the Far South West.
18. RAILWAYS: The Prime Minister has indicated that a substantial extension of UK rail electrification programme should proceed as part of the government's strategy for bringing forward infrastructure projects needed to enhance the UK's competitiveness. This programme must include extension of overhead electrification of the Great Western Main Line from Paddington to Penzance, to ensure that there's no question of a future "2-tier" status between London-Bristol and Bristol-Penzance. 19. The new Intercity High Speed Passenger Train design must also allow for through operation to Penzance, irrespective of line speed restrictions through Cornwall. 20. Similarly,
3rd Rail electrification must
be extended on the South Western Main Line to Exeter St. 21. The missing post-Beeching trackbed between Bere Alston and Tavistock must be replaced as soon as may be practicable and full rail services re-introduced between Tavistock and Plymouth. This being as precursor to longer term possibilities which might lead to Tavistock to Plymouth being integrated into a future Plym Tram urban rapid transit and to the remaining Tavistock-Okehampton section of the old LSWR Main Line being re-opened as a freight by-pass to the Great Western Main Line. 22. Work must begin upon delineating and ring-fencing the future re-routing of the climatically-exposed Great Western Main Line between Exminster and Newton Abbot, to avoid the Dawlish Sea Wall as future sea levels rise (as cautioned recently by the Environment Secretary Hilary Benn). A route through the Haldon Hills was earlier identified by the former Great Western Railway with work due to commence in 1939. This was primarily prepared upon War Office direction, to counter the perceived risk of Royal Navy ammunition and supply trains heading to Devonport Dockyard being hit by offshore German Naval Gunnery en route.
23. ROADS: There really is little point in one government funding stream, or regeneration agency, after another, identifying Torbay as being a particularly poorly performing sub-region, unless this is matched by a willingness to address what has been the blindingly obvious local structural weakness in the economic infrastructure since the 1950s. Namely, the constriction in the A380 at Kingskerswell. It remains vital, if the indigenous economy stands any chance of growing itself, that the A380 South Devon Link Road improvements are commenced as soon as possible. Without such, much of the other public investment in Torbay will be wasted and will fail to deliver the returns sought. 24. The saga of the inter-regional A3 / A303 / A358 / M5 / A30 "Second Artery" (London-Penzance) to the South West has become near farcical. The previously approved (and briefly scheduled to start in 2014) A303/A358 section of A358 improvements between South Petherton and Junction 25 of the M5 should be brought forward for immediate start. Separately, the issue of Stonehenge must be treated - firstly - as a "World Heritage" issue, secondly as a National Heritage Issue. It most certainly should not continue to be seen as being a SW regional highways or regional funding allocation matter! 25. The case for expedition of the first of the above sections is strengthened by the fact that the A358 routing has already been unequivocally supported by a previous Transport Secretary and by the Environmental Bodies, in preference to earlier proposals for direct A30 routing through the Blackdown Hills. It should therefore now enjoy the widest possible backing amongst the SW Region's Business and Environmental Communities, Economic Development Agencies and Local Authorities - in a partnership of welcome and progressive unity. 26. For the purposes of this submission, the key A303 issue merits examination in further depth:- 27. The background to the South Petherton - Taunton/M5 section of A303/A358 cannot be divorced from the protracted history of efforts (over the past 60 years), by successive governments, to deliver a fully-dualled second strategic arterial road route between London and Penzance (primarily based upon the M3 / A303 / A30 corridor). Apart from funding constraints, the principal socio-political/aesthetic/environmental obstacles to final completion of this 310-mile European trade and tourism route have been threefold. First, the World Heritage site at Stonehenge in Wiltshire, second, the Blackdown Hills' AONB on the Somerset/Devon border and, third, the SSSI at Goss Moor in Cornwall. 28. At the end of December 1996, the last Conservative Transport Secretary Sir George Young finally gave the go-ahead for the Ilminster-Honiton "Weakest Link" section of the A303/A30 - to be dualled through the Blackdowns. However, the subsequent lost decade of economic benefit to the South West Economy has been impeded by a truly exhaustive £s multi-millions review process, which progressed through the "SWARMMS" study onward to intense devolved public scrutiny by the SW Regional Assembly. 29. Ultimately, the then Secretary of State for Transport Alistair Darling over-ruled the Assembly's eligible voting, in April 2004, of 34-29 in favour of retaining the Blackdown routing option. Instead, Mr. Darling indicated unequivocally that the second artery should be diverted, on environmental grounds, northward from the A303 at Ilminster (Horton Cross), along the A358 to Junction 25 of the M5, despite this adding some nine miles to the length of the "Second Artery". 30. Such a protracted review of the 1996 decision (to proceed) has so far lost 12 years' progress to the region, also diminishing potential added value to the EU's Objective One and Two Structural funding programmes. So, the timetable for the A303/A358 South Petherton - Taunton/M5 improvements (which also have significant implications for access to and from Weymouth and North Devon) must now be accelerated. The target for completion surely being to match the associated A354 improvements and M5/A30 East of Exeter scheme, all for delivery of in time for the 2012 Olympics. 31. Three apposite, and encouragingly "joined-up", ministerial statements characterise the necessary impetus for the £325 million project to proceed without delay:- "Let's have no further re-examinations and re-examinations and reviews - let's get on with it and spend the money!"[ The Rt. Hon. Alistair Darling MP, Secretary of State for Transport - in relation to Transport Policy - 29/5/03] "...What I know as Secretary of State is that when you're looking at the South West, getting the transport system right is one of the most important things you can do to help new business and to bring new investment to the Region."[The Rt. Hon. Patricia Hewitt MP, Secretary of State for Trade & Industry 26/11/03] "The
whole of the A303 between the M3 and the M5 at
32. The economic benefits of dualling the section of A303/A358 between South Petherton and Taunton are already well quantified and proven to the satisfaction of the Highways Agency. But the enhanced regional connectivity will, at a stroke, deliver many further benefits - not least in "joining up" to support other government objectives and strategies for the South West Peninsula:-
· Offering a substantially reduced mileage/fuel consumption southern alternative East-West artery to the M5/M4, viable for hauliers and coach operators, potentially reducing congestion on the M5/M4 within the congested "Bristol Box" at Avonmouth and Almondsbury; · Improving North-South access between Bristol, North Somerset, North Devon, South Somerset and Weymouth in Dorset (notably for the Olympics in 2012), with resultant regeneration and tourism benefits (notably in view of the parallel rail link proving woefully inadequate at present); · Improving the Westcountry's visitor experience for short break, all-season tourism particularly whilst rail remains unable to offer a full "seven day railway" service; · Improving the competitiveness of the Peninsula's economy west of Taunton by reducing all-year dependency solely upon the M5 artery; · Substantially improving reliability of all-year access to the Rural, Market and Coastal Towns of East, North, West and South Devon (notably Torbay), and of Cornwall; · Improving Westcountry access to and from the key ports of Southampton, Portsmouth, also to the M27/A27 South Coast corridor and the Channel Tunnel;
· Reducing CO2 seasonal congestion and emissions by relieving static or slow-moving arterial traffic;
· Relieving North-South access to the Taunton hub, to accommodate the additional transport capacity anticipated from the Borough's growth. Similarly that of Bridgwater;
· Providing a high quality bypass relief road off J25 of the M5, in the event of partial or total closure of the M5 SW of J.25, whether arising from roadworks, accident or Police investigation under the onerous ACPO "Road Deaths Investigation Manual";
33. Some further points are as follows:- · There should be rapid reaction traffic warning systems located both between J.30 and J.29 on the M5 (northbound), and to the east of the Ilminster/Horton Cross junction on the A303 (westbound) respectively. Capable of warning drivers instantly to divert onto the A303/A30 Blackdowns route - in the event of congestion or closure of the M5 between J's 25 and 29. Access to Taunton must not become gridlocked by arterial tailbacks on the A358 arising from problems on the M5, or risk the entire concept of the "Second Artery" being compromised through its vulnerability to the M5 section.
· Devon and Somerset County Councils might wish to take future note of the successful introduction by the Highways Agency of additional congestion-busting "crawler lanes" on the M5 between J.s 20 and 19. Similar provision is needed to cope with slow moving local agricultural traffic and caravans, on the future A303/A30 relief route between Horton Cross and Honiton. · The proposed additional grade separated junction south of M5/J25, presumed to be "J25A"(?) at Haydon Farm, for dedicated direct interchange with the A358/A303, is prudent. Particularly as the Summer seasonal traffic using the A303 artery is supplemented by large numbers of slow moving caravan and camper van vehicles, some in poor states of repair and liable to tyre punctures, mechanical breakdowns or inexperienced driving, etc.. It is, however, regrettable (particularly from the caravan towing and articulated HGV perspectives) that a substantial 360-degree loop has been deemed necessary to channel eastbound traffic up from the M5 to the flyover level, rather than an easier gently graded long slip road running upward parallel with the motorway.
· The
proposal to prioritise the Henlade Bypass as the first section to be dualled
appears sensible in the light of growing congestion affecting southern access
to and from
31. These works should be brought forward in the trunk roads programme, for completion in time for the Olympic Games in 2012. The design and contracting triumphs of the recent A30 improvements at Merrymeet and Goss Moor, and the A38 at Dobwalls, have demonstrated that the Highways Agency is well able to achieve this if given the go ahead in the not-too-distant future.
CONCLUSION
32. Against the background of the Prime Minister's stated aim of bringing forward infrastructure projects now, to prepare in good time for the anticipated future economic upturn, perhaps the Chancellor of the Exchequer Alistair Darling's past observations upon transport issues (mentioned earlier) are now more topical than ever:- Repeat Quote:- "Let's have no more re-examinations and reviews, let's get on with it and spend the money!" [The Rt. Hon. Alistair darling 29th May 2003]
End Neill Mitchell / 12th July 2009 1 x attachment - Neill Mitchell / |