My hon. Friend anticipates my point. He is exactly right: we need to have an efficient road that enables growth to take place. One of the challenges of the A5 is that it is dualled in parts, but single carriageway in others. There currently appears to be no consistent approach to an upgrade, and we need that upgrade in order to achieve our local councils’ ambitious objectives for the area.
As part of the wider strategic road network, the A5 currently carries 23,000 vehicles a day on its busiest section, so it is a pretty hefty road. Sadly, however, and despite its increasing importance and usage, the A5 in the midlands has not seen a proportionate increase in funding to provide resilience and capacity. As my hon. Friend the Member for South Leicestershire (Alberto Costa) points out, if that is provided, it will enable the A5 to spearhead and safeguard sustained growth in the region.
The fear is that, if neglected, the A5 will act as a barrier to growth rather than an instrument of it. With investment, we believe the A5 can become a significant corridor for growth by enabling greater east-west connectivity, providing access to the M6 toll road, and supporting north-south movements through its strategic interchanges with other regionally important motorways, as I have already mentioned.
In its November 2018 A5 strategy document, the A5 Transport Partnership outlined three key strategic interventions that it argued would be required to unlock the potential of the area served by the A5, and they are relevant today. The first priority is to make improvements between the M42 and M69—a combination of online and offline dualling to deliver the first phase of the A5 expressway, providing expansion of the MIRA site, which sits between Nuneaton and Hinckley, and works associated with the construction of HS2 at junction 10 of the M42. That is the first priority.
The second priority is the part between the M69 to M1 and M42 to M6. Again, it would be a combination of online and offline dualling, but this time to deliver the second and third phases of the A5 expressway. A third objective is to make better use of the M6 toll road. Those of us who have used the M6 toll road will know that it is not to capacity. If we can improve the size, we can get more traffic off the M6 and on to the toll road. In addition to those key priorities, improvements are needed to enhance the A5’s connectivity to the wider strategic road network. I know there are proposals for a new junction 20A on the M1, to bring relief to junction 20 at Leicester, which is the junction between the M1 and M69. That will provide additional growth opportunities.
Ministers are aware of the need for investment, given that one of the third road investment strategy pipeline projects is the upgrade between junction 1 on the M69 and junction 10 on the M42, and I hope that the debate will further press the case to bring that scheme forward. By securing this much-needed upgrade of the A5, we can help deliver growth around the corridor route, support network resilience, ensure greater sustainability and safety, and manage the impact of freight on the road.
My hon. Friend the Member for South Leicestershire made some remarks about the economics, which I want to focus on. The 53-mile section between the M1 and the M6 plays a significant role in supporting the sub-regional economies of Warwickshire, Leicestershire, Coventry, Staffordshire and west Northamptonshire, and the economic performance of the A5 is strong when looked at in the light of the broader west midlands economy. As I mentioned, a number of important economic centres along that corridor will be subject to further expansion in coming years.
The MIRA enterprise zone is expanding; Magna Park in Leicestershire, in my hon. Friend’s constituency, is expanding; DIRFT 3 in Northamptonshire, which sits on the border of my constituency, is currently the subject of substantial construction; and Kingswood Lakeside Employment Park in Staffordshire—which I believe is close to my hon. Friend the Member for Stafford (Theo Clarke)’s constituency—is coming forward. In my constituency, we have a substantial residential development at Houlton and the Rugby Gateway mixed-use development. I hope I am building a case for why it is imperative that the A5 is upgraded, to ensure that its present constraints do not curtail this planned growth or act as a barrier to continuing inward investment.
It is worth pointing out that unemployment levels along this corridor of the A5 are currently lower than the UK average, and with the expansion of the economic hubs I have just referred to and the further employment opportunities that will bring, that situation will only improve. As well as supporting local economies, the road has a wider role in providing connectivity to other economic centres, such as the Oxford-Milton Keynes-Cambridge growth corridor. When we combine the housing growth with the economic growth and the increased employment opportunities, it is clear that the A5 will come under significant further pressure over the coming years.