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Memoranda from Devon and Cornwall Business Council (SWT 81)
Following the invitation to submit a response to the South West Select Committee Enquiry on Transport and Infrastructure, the Devon and Cornwall Business Council has canvassed the view of its caucus and key stakeholders and taken their views into account. A summary of the responses received are as follows. About the Devon and Cornwall Business Council The Devon and Cornwall Business Council (DCBC), is a private sector led, sub regional economic partnership. Over 70 constituent national, regional and local private and public sector organisations are represented at quarterly meetings designed to enhance the competitiveness of the region and facilitate economic development. These organisations represent some 40,000 businesses-from micro to large enterprises. Summary Many parts of the South West contend with a lower level of transport infrastructure than other regions in the country. Travel times from the far South West to our main business centres and markets are highly damaging to productivity with parts of Cornwall being nearly 100 miles from the motorway network. Perhaps more importantly the perception of potential investors looking at the area from the outside is the far South West is relatively inaccessible. Poor connectivity undermines sustainable communities and businesses. The far South West has a growing and aging population. Significant pressures will be placed on its infrastructure as new towns are built while, at the same time, maintaining and improving arterial links will become more expensive and challenging in the face of increasing costs, increased need for maintenance and a tighter public purse. The cost of delaying key maintenance for future years will be very much higher than investing in work now. Climate change will increase the exposure of our main arterial routes to weathering and weather related damage. Our region is already susceptible to being cut off as our main motorway and train links run through areas prone to flooding such as the Somerset Levels and Dawlish. Even relatively brief interruptions to the normal flow of people and goods in and out of the South West carry a high associated cost in terms of lost time, business and delays to operating schedules. The government's policy of urbanisation is incompatible with the realities of Devon and Cornwall which are overwhelmingly rural and will continue to be so. Rural communities consistently receive a lower level of provision in terms of infrastructure maintenance, access to equal opportunities, public services, access to public transport and access to high speed broadband. They also have generally higher levels of deprivation and unemployment. It is vital that the needs of these [often aging] communities are recognised and addressed as they are in genuine need of better connectivity and have the most to gain from accessibility and connectivity.
Recommendations General
· Move towards developing a comprehensive, complimentary and integrated regional and sub regional transport system
· Key stakeholders work together in strategic partnership across the region to coordinate resources and implement efficient deliver of services
· Virtually accessible integrated public transport timetables, travel planning services and ticket purchasing initiatives should be developed and piloted. Encourage constant development and wider adoption of GPS and real time travel planning solutions among road users and the stakeholders that manage them
· Connectivity of the South West must be seen in a wider national context. Poor regional and sub regional infrastructure prevents people coming into the region for leisure and/or business, it is not just a case of the far South West wanting to be better connected to the rest of the country. Government maybe more sympathetic to a collective lobby to invest in developing a integrated sustainable transport infrastructure strategy rather than a fragmented approach seeking support for piecemeal 'local' projects
ICT · Currently, we have low connection speeds in Devon and Cornwall. A key issue in realising next generation of high speed broadband access across the entire sub region is getting operators to provide the level of investment required to bring speeds up to where they need to be. There is a current perception that 100% enablement is not achievable as there is an inherent conflict between public sector policy aims and that of the private sector.
· The business council recognises that ICT infrastructure is a key economic and social driver that is as, if not more important than roads, rail and air links in enabling the regional (and sub regional) economy to become more connected and competitive.
· There is a need for adequate high speed broadband coverage across the South West, particularly in [rural] areas that have intermittent, inadequate or no coverage at all. The enablement and accessibility solutions that are put in place must themselves be able to be developed overtime as future needs and demands become clearer. The business council would encourage an incremental approach to delivery to ensure that businesses and communities have a chance to make sure that their software, hardware, services and products readily interface with next generation technology
· The cost and practical benefits of using the wireless spectrum to deliver high speed broadband in rural areas must be looked at. It may be the case that greater spectrum width needs to be made available to enable wireless infrastructure to work and meet future growth in demand
· Wherever possible the deployment of next generation high speed broadband infrastructure should piggy back onto the development of new infrastructure or housing projects as well as strategic maintenance work
Roads Priorities include: 1. Improvements to the A30: .a. Temple to Higher Carblake .b. Chiverton to Carling Cross
1. Second strategic route between Honiton and Ilminster 2. Completion of the South Devon Link Road 3. Eventual dualling of the North Devon Link Road 4. Better traffic management to deal with congestion on the M5 at Exeter
· The main concerns around trunk road access to the far South West are well noted. Our two main routes (M5 and A303 corridor) suffer huge variations in seasonal usage and can, if temporarily shut down, leave the South West cut-off from the rest of the country. The region's businesses and communities suffer a disproportionate [real and perceived] cost in the face of such shut downs relative to other regions that have better interconnectivity. There are also safety issues surrounding the A303 corridor
· Traffic management has improved and journey times have become more predictable as a result of recent investments in real time technology and the creation of climbing lanes. Partnerships have done a lot of good work in making sure that the seasonal congestion is better managed and that road users are better able to pick and plan their route. The business community will continue to support active traffic management initiatives and will continue to work with other key stakeholders with regards improving the strategy for selecting diversion routes
· Further investments must be made in traffic management systems and all stakeholders must continue to work together and further develop culture of coordinating on strategic matters
· There is a need to invest on improvements to the A303 corridor. It is a main [diversionary] route in and out of the South West. It not only provides access to the south coast and the South East but it also serves a number of Strategically Important Towns and Cities including Salisbury, Yeovil, Taunton and Exeter that are all expected to see significant growth in the coming years. The route needs investment to improve reliability, safety and capacity
· It will become increasingly expensive to maintain our sub regional road network. As a result a greater percentage of our roads will suffer from weathering and lack of maintenance. The cost of investing in improving our main trunk roads and strategic routes now will certainly be less than taking corrective action in the future
· There needs to be serious debate around how best to manage a decaying road system in order to maintain overall connectivity decrease the elevated risk to road safety. Resources will need to prioritised and strategically managed.
Rail
· Rail plays a key role in providing access to and from the far South West and is well placed to become a preferred means of local transport in future years. An enhanced local network could potentially provide an efficient and popular means of travel for local residents and tourists alike and should be a considered for strategic development
· Cross Rail, the re development of Reading station and the passing loop at Axminster will improve reliability and accessibility to the region. This being said we would like to re assurance that, in light of the government's recent review of Cross Rail, delivery of project will not overtly impact on services to and from the South West. The business council is concerned that while other regions have received assurances of this kind the South West has not. In addition we have concerns that the proposed main line diversion via South Coast line would have a negative effect on the service to the far South West · We recognise that services have improved but as we move further down the road towards a more populated region with a 24 hour economy an expanded overall timetable with more frequent trains will be required. Historically rolling stock has often not been immediately available in times of need, main line, local line and bus timetables have not dovetailed well and there have been threats to local services at the end of franchises. The business council supports better communication and coordination between all key stakeholders so that a more joined up approach to strategic planning can be established
· In order to become a widely accepted and cost effective alternative for a significant majority of the population, capacity must be increased and franchises must be given the time, incentive and ability to provide stable and affordable pricing structures. It is recognised Cornwall and Devon are not the best market in terms of the total number of people, their concentration and their level of income; these facts weaken the business case for private sector investment. That being said, local services have proved popular and that there is a debate to be had about how an expanded future services could be made sustainable. A fully developed local network would take the weight off the road system; reducing maintenance costs, lowering overall carbon emissions and make rural communities more accessible. More rolling stock and a renewed franchise model will be needed to reflect the needs of the region and to plan for growth
· The business council supports the proposed electrification of mainlines as it can potentially bring a number of benefits including new rolling stock as well as faster journey times. Main Line electrification is vital meet the region's growth needs and will contribute positively in the move towards a low carbon economy. There are concerns that total journey time to and from Cornwall, which is off the main line, will not be significantly improved in the process relative to other peripheral sub regional destinations in the UK will be fully serviced by the new infrastructure
Air · Great strides have been made in making the far South West accessible by air. Our air links are a huge asset to not only the real economy but also to the [internal and external] perception that the far South West is 'open for business'. The success of our local airports and airlines is to be celebrated and evidence strongly suggests that benefits will continue to as South West airports secure connections with more short, medium and long haul destinations
· Our airports must continue to be recognised as high value drivers of the economy
· Services provided by our local sub regional airports and airlines must continue to compliment each other
· There is a business case for opening up local civilian and military airfields [subject to interoperability] for use a heliports to service a more comprehensive high end helicopter service
· The business council supports greater private sector involvement in the strategic management of Newquay Airport
Marine · This is a area of opportunity that has been under exploited to date. There are a huge number of opportunities that need to be assessed and reviewed
· There is an opportunity for Ilfracombe and Falmouth Ports to become bases for the support, maintenance and deployment of marine renewable infrastructure. Any investment in making these ports fit for purpose must be seen within the wider context of ensuring that the far South West remains a key centre of excellence and innovation in the drive towards a low carbon economy and should be supported as part of a wider drive to ensure that South West businesses can benefit from the development of emerging renewable supply chains
· Collectively our ports are of great value to the future economy. Sea, road and rail infrastructure, if joined up could play an increasing role in managing the movement of goods in a low carbon economy
· The proposed second ferry between Cornwall and the Ilses of Scilly and the proposed new route between Ilracombe and Swansea are both projects that he business council supports
Sustainability
· New sustainable energy infrastructure and its integration with the National Grid will be a key part of our overall infrastructure. Ambitious legally binding targets have cemented our commitment to moving this ambitious agenda forward. This area will need considerable investment, planning and debate at the highest level. It is vital that new off-shore, on-shore, domestic and commercial infrastructure and renewable energy production solutions are able to interface and feed into the National Grid and deliver a clear return on investment
Local travel options · Buses play a key role in making rural communities accessible however routes and timetables must enable realistic commuting to and from local population centres. Bus timetables must service the current 18/24 hour economy and the needs of those that work within it. An overall strategy is needed to ensure that services provided by different networks are consistent and complimentary
· Where service usage is not adequate to sustain a commercial bus service and where there is no viable public transport alternative, more innovative, not-for-profit, community based alternatives must be supported and encouraged. Examples include car pools, car share and other models that provide a sustainable service to meet local need
· Real time information on integrated road, rail, air and sea travel options and timetables should be made available on virtual formats and packaged as real time solutions to peoples' travel needs
· Cycleways are a good thing but our sub regional topography and weather limit their potential as a mainstream alternative to other modes of transport. Where the opportunity exists and conditions are right, they should be developed and promoted. Cycleways and footpaths are an increasingly important part of the extended tourism experience and need to nurtured and managed as such
· The development of new towns such as Sherford, Cranbrook and St. Austell 'Eco town' and significant redevelopment projects such as the Camborne Redruth and Pool redevelopment in Cornwall offer significant challenges and opportunities for establishing future best practice in terms of servicing the needs of increased local populations. We hope that all key stakeholders can work together to develop local models of best practice and deliver efficient and effective transport solutions.
Tim Jones
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