Zero-emission Vehicles, Drivers and HS2

Tom Hunt Excerpts

Monday 16th October 2023 Commons Chamber

[Tom Hunt (Ipswich) (Con)]

I very much welcome the commitment to Ely North junction and also to Haughley junction. They will deliver major benefits for my constituents, including an hourly Peterborough to Ipswich service and better services to London. It will also benefit the midlands and the north by better connecting the busiest sea container port in Europe to the rail network. Haughley junction is a much cheaper and simpler project than Ely North junction. Is there scope to expedite and accelerate the delivery of that specific project, which will start delivering benefits on the ground for my constituents soon?

[Mr Harper]

I am grateful for the campaigning work my hon. Friend has done on pushing for that scheme. It was very clear from the work that he and other colleagues have done that it was a very important priority. I can confirm that the Ely area capacity enhancement project includes Haughley junction, and we have started the work with Network Rail. It is seized of trying to do it as quickly as we can, but we obviously have to make sure it is done properly. I will keep him posted in the usual way.

High Speed 2

Tom Hunt Excerpts

Monday 18th September 2023 Commons Chamber

[Mr Holden]

I just point out to the hon. Member that I think Welsh taxpayers will feel fleeced by the Welsh Labour Government, with the longest waiting lists in the country, no new road schemes and falling school standards right across the board. When it comes to it, the UK Government deliver better value for the Welsh taxpayer than the Plaid/Labour Welsh Government.

[Tom Hunt (Ipswich) (Con)]

Of course it is right that we discuss investment in our rail network in the north and the midlands, but we also have to have a discussion about East Anglia. Time and again, Ely North junction and Haughley junction have been deprioritised. Both those projects would cost a fraction of the cost of HS2 but deliver transformative benefits to the east of England. Will the Minister have discussions with his colleagues and the Treasury to see how we can get those two key projects back at the top of the agenda?

[Mr Holden]

I certainly will. I was delighted to be in East Anglia just last week at the opening of the new A11 road, where there has been £65 million of investment, and I have been delighted to visit my hon. Friend’s constituency on multiple occasions, including to see the investment that is going into his local bus network. I will certainly pass on his representations on behalf of his constituents regarding Ely junction.

Industrial Action on the Railway

Tom Hunt Excerpts

Monday 20th June 2022 Commons Chamber

[Grant Shapps]

I will recount, but I think it was 20 areas, and no, I have not done that, but it is the kind of modernisation we would expect. For example, I was just looking at the list, and one working practice means that paysheets have to be done on paper, whereas it would clearly make sense to do them electronically. It would save a lot of time and a lot of money, and I cannot really see why anyone would be against it, but it is a working practice that is not allowed. I mentioned being able to move between different very similar roles but only where somebody is fully qualified, and those kinds of flexibilities in rostering do not exist.

It is pretty much like trying to run an orchestra for Network Rail, but it does not know who is going to turn up or which instruments they will bring, and it has no ability to tell them where to sit—and then it is supposed to make the railway run. We have to modernise our railways.

[Tom Hunt (Ipswich) (Con)]

Obviously, we have this Tuesday and this Thursday, and many of my constituents will have to put up with this chaos. They will also have to put up with it on Saturday, and also on 2 July, when ASLEF will also be organising the drivers striking in Ipswich. But this is something they have got used to—constant disruption at the weekends in Ipswich. Recently, we had six weekends in a row where we had replacement bus services. Does my right hon. Friend agree with me that weekend services should not be an afterthought, but are increasingly becoming more important?

[Grant Shapps]

My hon. Friend is absolutely right. I caught Mick Lynch, the leader of the RMT, on TV at his press conference after he walked out of the talks, saying that there is no need for any reductions or changes because, on the basis of last week’s figures, 90% of the passengers had come back. That is completely wrong. Those numbers are not accurate; a fifth of the passengers are still missing. However, there are the occasional lines and the occasional times when 90%-plus have come back, and they tend to be at the weekends. It tends to be on the Saturday and Sunday services, and is all the more reason why we need a seven-day railway, like any other business. We need to be able to run it on a Sunday, because compared with 1919, when these rules were put in place, the world has changed.

High Speed Rail (Crewe - Manchester) Bill

Tom Hunt Excerpts

2nd reading
Monday 20th June 2022 Commons Chamber

[Chris Clarkson]

I paint a wonderful picture because there are so many wonderful things to work with, but I absolutely agree with the hon. Gentleman’s point. Accessibility to public transport is hugely important. I have the same problem with the stations in my constituency. I only have two and one of them is completely inaccessible for those with even the slightest of mobility issues, so we have a lot more to do. Investment in local services will be driven by the fact that there will be more demand for them once we free up capacity, but I absolutely take the hon. Gentleman’s point. I know his part of the world very well and for somewhere so well located it is surprisingly poorly connected.

I hope that providing connectivity from east to west will be a vital part of our long-term competitiveness as a region. I strongly urge Ministers to keep up the pressure on that part of the project. East-west will be as important, if not more so, than north-south in the long run.

I am pleased that Ministers from the Department for Transport have been engaging with local government to make sure they can build on the opportunities of HS2 and spread the benefits of this public investment in levelling up across the region. It will not just be the centre of Manchester that will benefit. Those on the outskirts will also see the rewards. It will bring more investment into our area and into other areas of the north-west, too. It will spread the good around.

That is not to say there are not some sticking points. My hon. Friend the Minister, Department for Transport, my hon. Friend the Member for Pendle (Andrew Stephenson) will have heard from most Greater Manchester MPs at one point or another. Obviously, there will be some snagging issues, but I am pleased to say that in the round when I have had questions or concerns, I have been able to have a frank and open conversation with him and have received honest answers, even if they are not always the ones I wanted.

I understand that the Greater Manchester Combined Authority has a number of concerns about the Bill in its current form, the largest of which is how Manchester Piccadilly will be developed and configured to accommodate HS2. Its preference is for an underground through-station, rather than the proposed new six-platform overground station next to the existing one. I am pretty agnostic about that—I can see arguments for both—but I took the time to do a bit of homework on the underground option. My concerns, essentially, are that the project calls for a huge tunnel to be built under the station which is larger than anything that has ever been drilled before. We would end up with the same situation as Euston, where we have to build a giant box underground. That, in turn, means it cannot be situated under the existing station, so it needs to be either alongside it, as is the case with the overground station anyway, or somewhere else altogether, which is largely pointless.

As the GMCA wants a through station, we will need to have very bendy tunnels, which will slow down the trains on their approach and increase journey time, or we will have to build the station at a right angle to the existing station, which will mean it will be an absolute nightmare for people to get from A to B, again negating its value. Added to that is the fact that we will have a hole in the ground for a period of about seven years, which will basically be an opencast mine, with trucks making thousands of movements a year to take spoil through the centre of Manchester.

[Tom Hunt (Ipswich) (Con)]

I am reminded of a session we had yesterday about protestors tunnelling to prevent HS2. Does my hon. Friend think that Opposition Members who support HS2 should rethink their opposition to the Public Order Bill, which HS2 Ltd says is necessary to prevent protestors holding back HS2?

[Chris Clarkson]

My hon. Friend knows that I am an enthusiastic supporter of the Public Order Bill. To be fair, if we could get the protesters to do the tunnelling for us, it might save us 5 billion quid. That might be a way of doing it—get a few Swampy types in and get the job done.

We have regenerated the centre of Manchester many times, certainly in my adult lifetime, but this is not the kind of regeneration that we particularly want. It will undo a huge amount of good. Digging up a square mile of the city centre will certainly not deliver the value for money that we want. Having said that, may I encourage the Minister to publish in the Library the cost-benefit analysis of both versions of the station? That would enable a fuller debate, especially when the Bill comes before the Select Committee. The subject needs to be discussed further.

Transport

Tom Hunt Excerpts

Wednesday 5th January 2022 Ministerial Corrections

[Marco Longhi]

7. What steps the Government are taking to help prevent climate activists from blocking major roads in England.

[Tom Hunt]

8. What steps the Government are taking to help prevent climate activists from blocking major roads in England.

[The Secretary of State for Transport (Grant Shapps)]

National Highways continues to pursue legal action against individuals who breached its injunctions. Thanks to those injunctions, which I asked National Highways to pursue, 11 people have been prosecuted and will be spending this Christmas at Her Majesty’s pleasure.

[Official Report, 16 December 2021, Vol. 705, c. 1129.]

Letter of correction from the Secretary of State for Transport:

An error has been identified in my response to my hon. Friends the Members for Dudley North (Marco Longhi) and for Ipswich (Tom Hunt).

The correct response should have been:

Oral Answers to Questions

Tom Hunt Excerpts

Thursday 16th December 2021 Commons Chamber

[Marco Longhi (Dudley North) (Con)]

7. What steps the Government are taking to help prevent climate activists from blocking major roads in England.

[Tom Hunt (Ipswich) (Con)]

8. What steps the Government are taking to help prevent climate activists from blocking major roads in England.

[The Secretary of State for Transport (Grant Shapps)]

National Highways continues to pursue legal action against individuals who breached its injunctions. Thanks to those injunctions, which I asked National Highways to pursue, 11 people have been prosecuted and will be spending this Christmas at Her Majesty’s pleasure.

[Grant Shapps]

My hon. Friend is absolutely right. It is unacceptable for people to disrupt other people’s lives by gluing themselves to roads. It is dangerous both for them and other users of those major roads; it is irresponsible; and it does not help with climate change, because all those cars are sitting there not moving, blasting out all the greenhouse gases that we are trying to avoid. That is why I instructed National Highways to take out a nationwide injunction, which they received. Two further cases, after the nine who were originally sent to prison, were committed to prison yesterday and there are further cases in the works. I very much hope that the message has been sent and received that this action simply does not work. I note that it has ceased to take place since the beginning of November as a result.

[Tom Hunt]

I welcome very much the national injunction on motorways and key strategic road networks. However, I understand that it is temporary. I wonder whether my right hon. Friend could confirm that he is considering making it permanent. I also welcome the prison sentences that we have been handing out to many individuals. However, in most cases, it is because they have broken a High Court ruling. Does he agree that sometimes, actually, those sorts of fast punishments should be considered immediately, even if it is a first-time offence?

[Grant Shapps]

My hon. Friend is right to spot a gap in the law here, which is why the Home Secretary is introducing, in the Police, Crime, Sentencing and Courts Bill, legislation that would make the actual activity criminal. Instead, we have had to resort essentially to civil law. Through those injunctions, 130 activists have been served with 475 sets of injunction papers. We are seeing the fruits of that when they reoffend and the courts take offence to the fact that they have ignored the court injunction and continue to persist. Prison and unlimited fines are the upshot of that, but a proper law to cover this is coming and I invite the Opposition to support it.

Oral Answers to Questions

Tom Hunt Excerpts

Thursday 11th March 2021 Commons Chamber

[Grant Shapps]

First, the figures to which I refer are national statistics. My understanding is that they have to be quality assured, and it is beyond the control of the Secretary of State to quote figures that have not yet been checked. In answer to the hon. Gentleman’s last point about why we do not simply reinstate the hard shoulder— and I know that is his policy—I know from the work that has been carried out that the statisticians, who have worked very hard on this, tell us that per 1 billion miles travelled, which is the way roads are measured, there are about a third more deaths where there are hard shoulders, because one in 12 fatalities actually takes place on a hard shoulder.

As I mentioned before, I am the first Secretary of State to undertake a full stocktake and review. Tomorrow, I will have a report, and I will come back to this House and report on it very quickly afterwards. These are not new things; they were introduced in 2001 by John Prescott. However, I do absolutely agree with the hon. Gentleman’s desire to see the problem resolved. It is important to know that, while I mentioned the 39 deaths on so-called smart motorways, at the same time there were 368 deaths on regular motorways, so it is very important that we take all of these steps.

On an education campaign so that people understand how to use all motorways, not just smart motorways, the £5 million campaign was one of the calls of the stocktake. Many of the victims’ families, including Meera Naran, who lost her eight-year-old son, have welcomed the fact that the Government are spending a record £5 million to ensure that people know what to do when they do break down.

[Tom Hunt (Ipswich) (Con)]

Last month, I paid a late-night visit to the Orwell bridge to meet the teams who are working on introducing the new speed limit, which will hopefully mean that, when we have recovered from this pandemic, we no longer have to put up with constant closures of the bridge during high wind, which has a very negative economic impact. I actually went inside the bridge, which is something I did not know you could do, and it was very interesting. Also, the port of Felixstowe is to become a freeport—very good news; Orwell bridge—good news. However, we do know that with a freeport we are likely to see increased economic activity and increased traffic. Will my right hon. Friend commit to the increased investment in our road and rail infrastructure to make sure that we can sustain and support this additional growth and activity?

[The Minister of State, Department for Transport (Andrew Stephenson)]

I am delighted to hear about the progress that has been made on the Orwell bridge, which was the subject of an Adjournment debate between my hon. Friend and I a few months back. I am also delighted to hear about the success of the freeport bid. Obviously, good transport links will be essential. We will consider the implications of freeports on local transport networks in future infrastructure investment decisions.

Oral Answers to Questions

Tom Hunt Excerpts

Thursday 3rd December 2020 Commons Chamber

[Grant Shapps]

I certainly can. I have just approved the safeguarding of the land to ensure that it can happen.

[Tom Hunt (Ipswich) (Con)]

Over the summer, I carried out a survey in Ravenswood, and by far the No. 1 issue was access. In fact, there is only one access point, at the Thrasher’s roundabout on Nacton Road. Suffolk County Council has put in a bid to the pinch point fund and is currently awaiting an outcome. Would the Secretary of State look favourably upon this application, which could be a game changer with regard to this issue? Will he also meet me to discuss a solution to this, to make life better for Ravenswood residents who currently have to put up with unacceptable levels of congestion every day when they leave their community to go to work, drop off their kids at school or whatever else it is?

[Grant Shapps]

I know just how difficult the traffic is at the Thrasher’s roundabout on Nacton Road and how hard my hon. Friend has campaigned on this. The pinch point fund or, more likely, the levelling-up fund, would be the way to proceed with this. That is the new £4 billion fund to resolve problems exactly like the Thrasher’s roundabout.

Orwell Bridge Closures during High Winds

Tom Hunt Excerpts

Thursday 3rd December 2020 Commons Chamber

[Tom Hunt (Ipswich) (Con)]

This is the second Adjournment debate that I have held since being elected as the Member of Parliament for Ipswich. The first time, I raised the issue of orthopaedic services at Ipswich Hospital. This time, I raise probably the No. 1 transport issue that faces our town and is of great importance to my constituents. I hope that this time around we can get a more positive outcome than we did after the first Adjournment debate.

The Orwell bridge, constructed between 1979 and 1982 and opened in December 1982, is architecturally a magnificent construction, iconic through the area and of great significance and importance. But the problem with the Orwell bridge has been the number of closures that have taken place, particularly since 2013. I remember vividly when I was shown around the former Odeon cinema in Ipswich, now the home of Hope church, and was guided up to the roof. It was quite a bleak winter’s day and it was quite windy. I went to the top of the roof and I thought, “Isn’t that a remarkable view of the Orwell bridge?” And then all of a sudden, this wonderful view turned to concern as we thought, “Does this mean the bridge needs to close because it’s windy?”

Since 2013, we have seen the Orwell bridge close approximately 20 times. Earlier today, I spoke to Ipswich Central, our local business improvement district, and it feels as though each day’s closure costs the local economy around £1 million. Approximately 6,000 of my constituents are either directly or indirectly employed by the port of Felixstowe, which, as the Minister will know, is the country’s busiest and most significant sea container port. Many of them work in businesses. Many of them run their own businesses to do with distribution and logistics, and they depend upon the Orwell bridge being open to survive and to thrive.

That is the problem that we have today: so often during the winter period, particularly between November and March, with January and February the worst two months, we have seen the bridge close, and the reality is that when the bridge closes, our town grinds to a halt. All the local traffic—whether it is a mum waking up in the morning to take her kids to school on the other side of town, someone looking to get to work on the other side of town, someone looking to get to a GP or dental appointment, or our very important freight traffic that needs to get across the bridge—instead goes through town centre. The economic impact of that, as well as the destruction of the day-to-day lives of my constituents, should not be underestimated.

Having spoken to many constituents who have lived with this issue for many years, it seems as though it has only really been for the past five to six years that the closures of Orwell bridge have been a significant issue. I imagine that that is probably because of a change in safety regulations, which are of course something that we need to take into account and to take very seriously. I am not being cavalier—clearly, there are concerns about traffic going across the Orwell bridge in high winds, and that is something that should be taken into consideration—but it is rather frustrating that it took until autumn 2018 for any serious attempt to be made to look into the devastating impact that bridge closures have been having on the local economy and the lives of many of my constituents.

This is where I turn to the national impact. Yes, this is a local issue—bridge closures impact my constituency; they impact the businesses in my constituency and my constituents—but, also, the Minister will be acutely aware of the importance of the port and the local infrastructure that serves the port to the national economy, which includes the north of England. Many of the exporters and importers rely upon goods coming into the port of Felixstowe and then travelling freely and efficiently to where they need to be.

This is a time when our local economy is looking to recover from the impact of covid-19, when we are leaving the European Union and when we are looking to have a positive future in which we can hopefully increase activity at the port of Felixstowe. On another occasion, I will talk about my support for the idea of the port of Felixstowe becoming a free port, in connection with the port in Harwich and the huge economic potential of the area and how it could be transformed by that free port. However, I will not be distracted by that important issue.

As we look to recover from covid and as we look to the winter months ahead, the last thing we need is another winter dominated by closures of the bridge. We do not want that. We believed that it would not be the case, but right now we are looking at another winter of experiencing more bridge closures. Highways England is responsible for managing and maintaining Orwell bridge, and my view is that it has taken far too long to take the issue seriously and has not treated it with the urgency required.

In autumn 2018, Highways England commissioned an aerodynamic study of the issue to come up with recommendations for what might be done to prevent the Orwell bridge closing when the wind speeds are over 50 mph. This report was meant to take nine months and it took 15 months. There was no explanation for why it took 15 months—there was no sense of urgency.

I remember sitting down with Highways England about a month after I was elected, in January in Portcullis House, and I was promised that a new 40 mph speed limit would be in place on the bridge before winter 2020-21. I was looked in the eye and told, “Your constituents will not have to experience another winter period with these closures”. Yet here we are, in December, and the speed limit has not been introduced and we are expecting it not to be introduced until the end of March—that is, the end of the winter period, not the start. The reality is that my constituents are looking at another winter with more bridge closures, more disruption and more damage to our local economy at exactly the point when we really do not need that added challenge.

When I was promised in January 2020 that these measures would be in place ahead of this winter, I understandably doubted whether this would be the case, after the delay with the production of the aerodynamics report. I was informed in the summer that Highways England had to carry out some wind tunnel validation work, to make sure that if it introduced a 40 mph speed limit on the bridge, it would be safe for traffic still to go across the bridge. Highways England had to work with City, University of London—using its wind tunnel—to complete the validation work.

I was told that the university had closed the wind tunnel, so I wrote to the vice-chancellor and said, “Will you reopen the wind tunnel, so that this work can go ahead?” and the wind tunnel reopened. The university explained to me that actually the delay was not caused by a decision not to reopen the wind tunnel, but by the delay in Highways England signing the agreement for this work to be carried out. At last, the tunnel was reopened and the work continued. I raised it in this place at Transport questions with the Secretary of State for Transport, who said he was expecting the wind tunnel validation work to be on his desk at the end of September. It was not on his desk at the end of September. It was delayed, just like everything else that Highways England has been involved in in relation to this vitally important issue.

So why do I stand here today? I stand here today to ask the Government to stress to Highways England the huge importance of resolving this issue as soon as possible and introducing the new speed limit to enable the bridge to stay open during periods of high winds, so that our economy can keep moving and the lives of my constituents are not disrupted to the extent that they have been time and time again.

Two weeks ago, I had the privilege of meeting the roads Minister, Baroness Vere, who will be communicating with Highways England. I urge the Minister of State, Department for Transport, my hon. Friend the Member for Pendle (Andrew Stephenson), to add his voice to that clarion call to get moving. There is a big difference between the start of the winter period and the end, and the reality is that my constituents are looking at another winter period of potentially multiple closures. We are where we are, and one way or another, this situation will be sorted out in the not-too-distant future. But if that speed limit could be introduced at the end of January or in early February, it could make all the difference. It might seem like only a couple of months, but it could be the difference between my constituents having to experience two or three extra bridge closures.

I bang on about this bridge quite a lot. In fact, a couple of my colleagues know me for this bridge. I published quite a dramatic video recently on social video, with music in the background and the bridge behind me—on a windy day, might I add, and a wet day. I did a survey over the summer. I knew that the Orwell bridge was the No. 1 transport issue facing the town that I have the honour of representing, but I was struck by the survey responses. In Ravenswood—a new development, and one of the areas most impacted by bridge closures—96% of those who responded to the survey, out of about 1,000 people, said that it severely impacts their lives when the bridge closes. In Chantry, the figure was 80%. What many of my constituents find most frustrating is the lack of accountability. They feel as though Highways England is ultimately a bureaucratic, distant organisation that does not answer to anyone and, frankly, does not care when the bridge closes. Perhaps that would explain the lack of urgency and importance that it has attached to this.

When we add the six-month delay in the aerodynamics report to the five-month delay in implementing the report’s recommendations, we are looking at a delay of about a year. What is the cost to UK plc and the local economy that I represent of that delay? The sad reality is that when the bridge has closed in the past and it is estimated that each day of closure costs the local economy £1 million, it is not Highways England that pays the price for bad performance. It has been my constituents who have paid the price for Highways England’s broken promises and bad performance, and local businesses that have paid the price for its broken promises and bad performance.

I urge the Government to work with me to challenge Highways England and ask it to be more ambitious, to approach this with the urgency required and to do better than the end of March, because every week, every month, can make a difference. We need the new speed limit in place, so we can turn our backs on the constant closures of the Orwell bridge.

Pothole and Highway Repairs

Tom Hunt Excerpts

Tuesday 3rd November 2020 Westminster Hall

[Jonathan Gullis]

I am extremely grateful, as always, to my hon. Friend and good neighbour for her intervention, and I feel that in Stoke-on-Trent we always come at least in a duo, and normally in a trio when my hon. Friend the Member for Stoke-on-Trent South (Jack Brereton) joins us. I could not agree with her more about the importance of the transforming cities fund to unlocking some of the potential for our city and to improving our highways. I appreciate that the Minister who is here today does not oversee this particular portfolio, but I am sure that she has taken note of my hon. Friend’s comments just now and will pass them on to others in the Department for Transport, which she works in.

Such investment really would transform Stoke-on-Trent as a city, with key interventions to improve traffic flow and to revolutionise the city’s relationship with public transport. There are too many pinch points on our road network and traffic is very heavy, particularly at “slow hour”, which is a much more apposite phrase for the city than “rush hour”—or at least it was until covid-19 suppressed traffic.

I have a number of points to make about covid-19, because it continues to weigh on all our minds, and rightly so. It has caused much uncertainty about the viability of public transport and it is in no way a positive thing. The road workers who have continued to work throughout the pandemic are heroes. They have been delivering ahead of schedule on a number of resurfacing projects, and they will stay out digging roads and filling in potholes in the weeks and months ahead. Like everyone else, they would have preferred to have been on schedule without the covid pandemic than ahead of schedule with it.

However, we have seen what is possible if traffic volumes decrease and investment capital is put in place. The transforming cities funding will help us to realise similar outcomes in much better times and help us to power up Stoke-on-Trent.

[Tom Hunt (Ipswich) (Con)]

Does my hon. Friend agree that, although potholes, road quality and pavement quality are primarily safety issues, they also say something about an area’s pride in itself? There are areas in Ipswich, such as Chancery, Gainsborough and Rushmere, that need this extra investment, and when the Government are thinking about such extra funding, they should take into account not only safety, which is obviously important, but also an area’s sense of pride. To build up an area, it helps to invest in such things.

[Jonathan Gullis]

My hon. Friend makes an absolutely superb point. At the end of the day, improving the look and feel of an area improves the mindset and attitude of the people living in it. I look at the town of Burslem, which I represent—the mother town of Stoke-on-Trent. It has the highest number of closed high street shops of any town in the United Kingdom. I see the attitude of the local community, which has felt ignored and forgotten for decade after decade. However, knowing what potential that town has and the energy in the community to see it realised, I agree that if we improve our road surfaces and our pavements, it is not just about safety; it is about making a statement to the community that it is no longer going to be left behind.

Heavy traffic has been an exasperating problem for the city for two key reasons pertinent to this debate: first, because it causes damage to roads that were not laid to carry it, and secondly, because maintenance funding from the Department for Transport is not calculated according to traffic incidents but on road length. Research conducted by the Department for Transport in 2018 suggests that A roads under local authority control made up only 10% of road length across the country, but that that 10% carries 31% of the nation’s traffic. Minor roads made up 88% of road length, but the proportion of traffic they carry—34%—was only slightly greater than on the A roads. The remaining 35% of traffic is carried on the 3% of roads that are motorways or trunk A roads. Obviously, large rural areas with long roads and little traffic benefit disproportionately from the formula and heavily unurbanised areas with high-traffic A roads miss out.

Part of my constituency is outside the boundary of the city of Stoke-on-Trent, and I certainly would not want to cut the grant received through the transport authority, which is Staffordshire County Council. However, I want to see new considerations introduced to the formula that would top up cities such as Stoke-on-Trent, which lack the mileage of minor roads that even cities such as Manchester have. As I understand it, Manchester receives twice the highway maintenance funding of Stoke-on-Trent, based on the 299 miles of extra minor roads that Manchester has within its boundaries. That means a financing differential of nearly £2 million a year.

The Minister may know that local authorities make an annual report on the condition of principal A roads and also report each year on the average volume and frequency of all its traffic. I therefore suggest that it is not unreasonable to ask that a revised or bolt-on formula should take those reports into account. That is to say, funding calculations should show due regard for road type, with principal A roads attracting a premium in some way related to their reported condition, and with traffic incidents also taken into account. There would need to be safeguarding against false reporting of road conditions and it would be useful to include a match-funding element for cities such as Stoke-on-Trent that put precious resources into roads despite a low council tax/parking surplus base. I would be grateful for the opportunity to discuss that further with the Minister.

If we can get our fair share of road funding for Stoke-on-Trent North, Kidsgrove and Talke, we can carry on providing viable and well-connected sites to meet the Government’s housing targets, maximise the returns from the Ceramic Valley Enterprise Zone, boost our exports and productivity, support our growing logistics economy, enhance our city as a place to live, visit and work, and keep up the hard graft of turning around the fortunes of a city that deserves every bit of success in its current manufacturing recovery.

Outside my constituency office on Tunstall high street, old tram tracks have been revealed in road resurfacing works. The tracks have not been used for 100 years. They are a reminder of the past and also an allegory of a public transport revival yet to come. Filling our potholes and repairing our highways will not be enough for our future transport needs, but it will certainly be necessary. To conclude on this point, in order to realise both the aims of better public transport and better roads, we need input from the Department for Transport. I hope that we will see support for the transforming cities fund submission and that serious consideration will be given to a fairer formula for road funding.

Bus use has declined by a third in 10 years in the potteries, even before covid-19, and the condition of our roads and their pinch points are key contributors to the lack of reliability that has caused that decline. The transforming cities fund and a fair formula will keep Stoke on the up and help us to be even more ambitious. We can reopen the Stoke to Leek railway line via Milton, reinstate a tram network and deliver tourism gains that will help to preserve our amazing industrial heritage in the must-see, authentic potteries, the world capital of ceramics. They say that from tiny acorns great oaks grow and that if we mind the pennies, the pounds will look after themselves. I say that if we keep getting the potholes filled, the transport network can run smoothly and grow.