TRANSPORT IN THE SOUTH WEST

Evidence from CBI South West to the South West Regional Committee

 

Introduction

1 The CBI is pleased to offer the following submission to the South West Regional Committee investigation.

 

2 The CBI represents some 240,000 businesses across the UK, and in the South West this includes companies employing around a third of the private sector workforce. It is independent and non political. Membership is corporate. Our members are businesses of all sizes, sectors and from all parts of the region.

 

3 This submission has been collated from responses by the CBI South West Council (elected by the membership in the region) to the Committee's call for evidence.

 

4 CBI members have long identified improvements to the transport system in the South West as one of the highest priorities to drive economic performance, especially through increased productivity and greater inward investment.

 

Is transport provision in the South West adequate to meet the demands placed upon the region?

5 It is not clear whether the necessary work has been done to model the demand for transport services generated by the anticipated increased contribution of the South West region to the United Kingdom economy, or to meet the needs of and demands placed on it by anticipated population growth.

 

6 The elongated geography of the South West Region presents challenges for businesses to get raw materials to production sites, goods to market and people to work. This is exacerbated by the fact that the region is served by relatively few arterial routes. It is felt that the South West is less well served by transport networks and investment than other regions in the United Kingdom. As an important tourist area, the South West is affected by an influx of road traffic during the holiday season which significantly extends journey times for business operators.

7 Bristol, the economic heart of the region, is severely affect by road traffic congestion and is the only city in the United Kingdom where congestion is projected by the Department for Transport's own figures to increase despite improvements already planned. Local rail services for Bristol are poor.

 

8 The M5 is frequently impassable due to congestion, accident or other closure. The frequency of this occurrence is increasing. Due to inadequacy of alternative routes this effectively cuts off the far South West.

 

9 Vulnerability of the railway track at Dawlish to a combination of high tides and strong winds effectively cuts of the parts of the region west of this by rail under these conditions.

 

10 Costs imposed by restrictions on permissible driving hours and the higher duty on diesel fuel compared to continental competitors are compounded by delays caused by congestion and inadequate road systems.

 

What should the priorities be for improvement?

11 The overriding priority for improvement to the transport system in the South West is provision of a second strategic road route by upgrading the A303/A358 to dual carriageway standard throughout. The business community has long been unequivocal in calling for this investment which is long overdue and urgently needed.

 

12 Measures to reduce congestion on the M4/M5 motorway around Bristol are also of primary importance. A second strategic road route would contribute to meeting this objective by reducing traffic on the motorway network. Completion of the ring road is also necessary.

 

13 A thriving and growing regional airport is perceived by business to be essential to attract inward investment, retain innovative high technology employers in the region and attractive inward investment. The current planning application for development at Bristol International Airport is strongly supported by the business community and should be allowed.

 

14 Improved surface access to Bristol International Airport should be provided. Extension of the Rapid Transport route from Long Ashton Park and Ride to the Airport should be completed as an absolute minimum.

 

15 The Regional Funding Advice sets out transport priorities for the region but delivery is delayed. The approval process for major scheme bids to the Department of Transport is protracted, meaning that cost increases are inevitable before schemes can be implemented. Simplifying and speeding up the approval process is necessary.

 

16 Better rail connections are needed. Whilst rail services between London and Exeter are fast, cost can be prohibitive and reliability is a concern. Improvements (dualling or at least a passing loop) to the Exeter - Waterloo route as an alternative to the Paddington route would improve resilience. West of Exeter rail connections are poor. Rail rolling stock is a long term investment of maybe thirty years, whilst rail franchises are let for a far shorter period, presenting challenges to operators when making investment decisions which would improve services. The feasibility of electrification should be carefully explored.

 

Costs and affordability of necessary improvements

17 The Regional Funding Advice monies are not adequate to cover the costs of provision of the second strategic route. This essential investment is needed to provide a corridor of national strategic importance for inter-regional transport and should therefore be met from national funds.

 

18 £50m is needed to improve surface access to Bristol International Airport. This investment, which appears to have been dropped from early drafts of the Regional Funding Advice, would deliver excellent returns by positioning Bristol International Airport as part of an integrated transport system serving the region.

 

19 Any road pricing measures must be used to fund provision of infrastructure or public transport alternatives. Use of such revenues to support other areas of government finances will be harmful to the international competitiveness of the South West as a place in which to invest, manufacture, trade, innovate and employ people. Workplace parking charges should not be imposed as they place an unfair additional burden on employers.

 

What are the role and effectiveness of regional bodies, such as the
Regional Development Agency and South West Councils, in identifying and
addressing transport issues?

20 The South West Regional Development Agency has been supportive in making policy decisions which underline the need for the investment in transport infrastructure needed to promote economic development in the region. However it has not been effective in ensuring that such investment is delivered and projects taken forward.

 

21 Underspend of transport funds under the Regional Funding Advice has been of concern.

 

22 The introduction of the Regional Infrastructure Fund to "pump prime" infrastructure to support development has been a welcome initiative which should be retained.

 

23 There seems to be a lack of political will to ensure the provision of strategic transport infrastructure in the South West. The "Not In My Back Yard" and "No Growth" lobby seems to have significant influence with local authorities to the detriment of the investment needed for sustainable economic growth across the region.

 

Is the region doing enough to promote environmentally friendly transport?

24 Increased use of public transport will only be achieved through major improvements to services. Especially in rural areas better real time information and the use of mobile technology to communicate this to customers is necessary to make much needed public transport routes viable. Public transport services for employees who work on a shift basis are often inadequate or non existent.

 

25 The Government must give a clear and consistent policy message which will create a framework for investment in low carbon vehicles.

 

If you would like to discuss any of these points please do contact me.

 

Sarah Morris

Assistant Director, CBI South West

 

16 July 2009