Oral Answers to Questions

Andrew Murrison Excerpts

Thursday 30th June 2022 Commons Chamber

[Wendy Morton]

Mr Deputy Speaker—sorry, Mr Speaker. Three strikes and I will be out. The hon. Gentleman knows that it is a matter for the Welsh Government. I have had a meeting with him, and I am more than happy to have another meeting with him, but it is time that the Welsh Government put some money forward.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

The Minister and I have met to discuss the notorious Tisbury loop arrangement before. Can she update the House on what she proposes to do about this, since for the expenditure of very little money, she could dramatically improve services between Waterloo and Exeter?

[Wendy Morton]

I know that my right hon. Friend has raised this matter before, and I will be happy to give him a written update on the Tisbury loop.

Oral Answers to Questions

Andrew Murrison Excerpts

Thursday 17th March 2022 Commons Chamber

[Robert Courts]

I will ask the Rail Minister, my hon. Friend the Member for Aldridge-Brownhills (Wendy Morton) to respond in detail to the concerns that the hon. Gentleman has raised as soon as possible.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

Will the Minister update the House on where we are with improving connectivity between the south coast and the M4? Is the study in his Department on track to report in September? Will it include an upgrade to the A350 as it rumbles through Westbury and Yarnbrook in my constituency? Can he give any commitment at all to a relief road that will, after so many years, bring some relief to my constituents in the town of Westbury?

[Robert Courts]

My right hon. Friend has raised the question of Westbury and the difficulties his constituents are facing. I have heard that very clearly, and I will ensure that he gets a detailed response from the roads Minister, Baroness Vere, on the progress.

Russia’s Grand Strategy

Andrew Murrison Excerpts

Thursday 6th January 2022 Commons Chamber

[Sir Bernard Jenkin]

I will not comment on that particular suggestion, but I will be coming to the question of gas.

This ultimatum is, in fact, Russian blackmail, directed at both the Americans and the Europeans. If the west does to accept the Russian ultimatum, they will have to face what Deputy Foreign Minister Alexander Grushko calls

“a military and technical alternative”.

What does he mean by that? Let me quote him further:

“The Europeans must also think about whether they want to avoid making their continent the scene of a military confrontation. They have a choice. Either they take seriously what is put on the table, or they face a military-technical alternative.”

After the publication of the draft treaty, the possibility of a pre-emptive strike against NATO targets—similar to those that Israel inflicted on Iran—was confirmed by the Deputy Minister of Defence, Andrei Kartapolov. He said:

“Our partners must understand that the longer they drag out the examination of our proposals and the adoption of real measures to create these guarantees, the greater the likelihood that they will suffer a pre-emptive strike.”

Apparently to make things clear, Russia fired a “salvo” of Zircon hypersonic missiles on 24 December, after which Dmitry Peskov, the Kremlin spokesman, commented:

“Well, I hope that the notes”—

of 17 December—

“will be more convincing”.

We should be clear that Russia’s development of hypersonic weapons is already a unilateral escalation in a new arms race which is outside any existing arms limitation agreements. The Russian editorialist Vladimir Mozhegov commented:

“The Zircon simply does its job: it methodically shoots huge, clumsy aircraft carriers like a gun at cans.”

An article in the digital newspaper Svpressa was eloquently titled “Putin’s ultimatum: Russia, if you will, will bury all of Europe and two-thirds of the United States in 30 minutes”.

How have we reached this crisis, with the west in general, and NATO in particular, so ill prepared to face down such provocation, when Putin’s malign intent has been evident in his actions for a decade and a half? Since the collapse of the Soviet Union, the west has too easily dismissed today’s Russia as a mere shadow of the former Soviet Union. Yes, it has an economy no greater than Italy’s; it has no ideological equivalent of communism, which so dominated left-wing thinking throughout most of the 20th century; it has very few if any real allies; and much of the rhetoric that emerges is bluster, reflecting weakness rather than strength. Nevertheless, we should not dismiss what Russia has done since 2008 and what Russia is capable of doing with its vast arsenal of new weaponry, and nor should we take a complacent view of Russia’s future intentions. After all, just months after the Bucharest summit in 2008, where he was welcomed as a guest, Putin seized Georgian sovereign territory in Abkhazia and South Ossetia. In 2014 he illegally annexed the Crimea. His aggression was rewarded, because we have tolerated these illegal invasions.

Many western leaders, and the bulk of the western public, have failed to understand that Ukraine is merely a component of a long-running hybrid warfare campaign against the west. They fail to appreciate the extent and nature of Russia’s campaign or the range of weapons used.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

I am following carefully what my hon. Friend has to say and agree with so much of it. Does he agree that the current Russian intervention in Kazakhstan is part of a piece? This is Putin running true to form. Although theoretically it is at the invitation of a Government that this country recognises, nevertheless it is likely to be classic Putin and expand into a long-term intervention, on the flimsy pretext that that country has a significant ethnic Russian population or one that speaks Russian.

[Sir Bernard Jenkin]

Indeed, and I will be explaining how these apparently disparate events are integrated in Russia’s grand strategy.

Beneath the cloak of this military noise and aggressive disinformation, in recent months—Kazakhstan is another example—Russia has been testing the west’s response with a succession of lower-level provocations, and I am afraid that we have signally failed to convince the Russians that we mind very much or are going to do very much about them. They have rigged the elections in Belarus, continued cyber-attacks on NATO allies, particularly in the Baltic states, and demonstrated the ability to destroy a satellite in orbit with a missile, bringing space into the arms race. They continue to develop whole new ranges of military equipment, including tanks with intelligent armour, fleets of ice breakers, new generations of submarines, including a new class of ballistic missile submarine, and the first hypersonic missiles.

They have carried out targeted assassinations and attempted assassinations in NATO countries using illegal chemical weapons, provoked a migration crisis in Belarus to destabilise Ukraine, and brought Armenia back under Russian control, snuffing out the democratic movement there. They have claimed sovereignty over 1.2 million square miles of Arctic seabed, including the north pole, which together contain huge oil and gas and mineral reserves. This followed the reopening of the northern sea route, with Chinese co-operation and support from France and Germany, which also hope to benefit. Meanwhile, the UK has expressed no intention of getting involved.

Integrated Rail Plan: North and Midlands

Andrew Murrison Excerpts

Thursday 18th November 2021 Commons Chamber

[Grant Shapps]

It might have been lost in translation, but Liverpool to York is a core part of the NPR programme. As I have said before, it will be electrified and have some high-speed lines, too. None of this prevents further electrification. There are new plans to stretch beyond Hull to Newcastle and more. Obviously, no Government can do this in a single go. The plans I have announced today accelerate dramatically the advantages that constituents will get across the north, because it will now happen in this decade—starting from Christmas. This speeds up a lot of that, and the hon. Gentleman is right to say it does not prejudice anything else happening in the future.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

My right hon. Friend is right to say that not every city, town and village will benefit from this plan, but one thing is for sure, which is that they will all be paying for it and there are opportunity costs. Does he understand the disquiet of my constituents about HS2 and now this plan, given that he has limited bandwidth and what he is spending on one project is not being spent on upgrading services elsewhere? Will he throw my constituents a small crumb by delaying the planned closure of services from Bristol Temple Meads to Waterloo via Trowbridge and Salisbury, pending a proper consultation that will show very clearly that the Great Western Railway service he thinks duplicates services run by South Western Railway is over capacity now and certainly will be once he closes the GWR service?

[Grant Shapps]

My right hon. Friend is right that every decision has a trade-off, which is why it is important that we think about the country as a whole. He will be pleased to hear that I was down in the south-west yesterday using South Western Railway, and I appreciate the importance of that service. I will ensure that he meets the Rail Minister, my hon. Friend the Member for Daventry (Chris Heaton-Harris), to discuss his specific concerns.

HGV Driver Shortages

Andrew Murrison Excerpts

Monday 13th September 2021 Commons Chamber

[Grant Shapps]

There is a fundamental misunderstanding here, because what we have done does not increase workers’ hours. It provides flexibility without changing the hours. If the hon. Member is accusing me of being in favour of the worker and on the side of people earning more money for a decent day’s work when they deliver the goods to our shops, guilty as charged. I hope he will join me on the frontline.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

The British Army is one of the biggest employers of HGV drivers; it has about 2,000. What discussion has the Secretary of State had with our right hon. Friend the Defence Secretary about the use of some of those drivers to preserve critical supply chains were that to be necessary, and also about the impact of this crisis on retention? At the moment, supermarket chains are paying upwards of £60,000 to drivers, which is a very powerful inducement for people to leave the Army.

[Grant Shapps]

It is of course absolutely true that, with salaries increasing, more people are being encouraged to come into the sector. That means that there may be an impact overall where people are paid more in different professions. We have seen an increase in the number of drivers coming in—I know this from the DVSA booking figures—which shows that there is a solution on the horizon. My hon. Friend is also right to question whether the Army could deliver some of the goods and services. At the moment, that is not being considered. Of course, the Government as a whole keep a very close eye on this issue and have contingency plans in place, but it is absolutely not something that at the moment the Government are looking at.

Covid-19: Aviation

Andrew Murrison Excerpts

Wednesday 3rd June 2020 Commons Chamber

[Kelly Tolhurst]

The Home Secretary will make a statement directly after this session, and I would not want to pre-empt anything that she may be inclined to speak about. It is right that at this time, as we see a reduction in the spread of domestic cases, we do whatever we can to limit imported cases. That is why the decision has been taken. As I have outlined, I have been working hard with the sector, the team at DFT and across Government to find solutions to ensure that we can get aeroplanes in the air and passengers on their holidays as quickly as possible.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

The Minister must have made an economic assessment of the effects of quarantine. Does she accept that there is no point in quarantining people coming from countries with a relatively low disease burden to the UK? If she does, which European countries specifically has she in mind for quarantine, since pretty much all of them have a lower disease burden than the United Kingdom?

[Kelly Tolhurst]

My right hon. Friend will know that in DFT, we are working closely with our colleagues in the Home Office on the implementation of the borders and quarantining policy, to ensure that we are expressing the concerns and needs of the aviation sector and looking at how that can be implemented practically. There are a number of differences in the implementation of quarantining and other measures in many countries across Europe and the rest of the world, and we will keep working to find solutions.

Covid-19: Transport

Andrew Murrison Excerpts

Tuesday 12th May 2020 Commons Chamber

[Grant Shapps]

Words do matter—the hon. Member is absolutely right about that—but they matter in both directions. The more that people try to confuse what are actually pretty straightforward statements, the less that helps the public as a whole. The situation with regard to transport, and summer holidays in particular, regrettable as it is, is pretty easy to understand. We know that, as things stand, we are unable to go ahead and do these things, because most countries are not allowing people in, and in any case, the Foreign Office advice is not to travel. It is hugely sad and regrettable, but it is the fact. As we progress and get through phase 2 and phase 3, as we hope to in June and July, the situation may change, but it is not possible to give people a sense of false hope. We need to be realistic about this, and I am certainly keen to use very precise language in order to provide every possible direction to the public, but it will be a wait-and-see game, I am afraid.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

Quarantine at ports of entry is a useful public health tool for preventing diseases spreading from high-prevalence to low-prevalence populations. Sadly, the UK now has a relatively high prevalence of covid-19, especially in London. In the light of page 29 on international travel in the plan published yesterday, will the Secretary of State publish the evidence base for quarantining people travelling here, especially from relatively low-prevalence countries, which is to say most of the rest of the world?

[Grant Shapps]

In terms of where we are at the moment, the last information I saw was that the central estimate is about 130,000 covid-19 active cases in the country. That is coming down all the time, as people have seen from the graphs that are shown every day. We hope to get to a position where the prevalence is relatively small. It would be crazy to then ask the British people to continue to make quite significant sacrifices through social distancing, staying at home and the rest of it, while allowing people to come here for holidays and move around who are not British citizens returning here, as was the case with people coming into the country until now. That would not be practical. There will be a number of measures in place, and there will be some exemptions. There will be much more detail on this before it comes in, which is why it is not coming in instantly. It is more likely to be towards the end of the month, but that depends on the progress we make on defeating this virus.

Airport Expansion

Andrew Murrison Excerpts

Monday 2nd March 2020 Commons Chamber

[Kelly Tolhurst]

As I have outlined, we will look carefully at the complex judgment and bring forward next steps. I would like to highlight the fact that we will shortly introduce a Bill on the modernisation of the country’s airspace, with the objective of not only reducing noise around airports but combating CO₂ emissions.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

This judgment will potentially simply export carbon emissions to our competitors, together with UK jobs and prosperity, and it is particularly bad news for the south-west. What analysis has the Minister done to determine whether regional airports—particularly Bristol airport—can now take up some of the potential that airport expansion offers?

[Kelly Tolhurst]

I thank my right hon. Friend for his question. He is right: regional airports and connectivity around the country are key to many parts of the UK, not just the north. I am from Kent, and we are blessed with many airports locally. I have a small airport in my constituency—Rochester airport—and I see how much such airports contribute to the local economy, enabling business growth and enabling people to get around the country and go abroad. In this role, I would like to assess regional capacity, to ensure that all parts of the UK benefit.

Stonehenge: Proposed Road Alterations

Andrew Murrison Excerpts

Tuesday 5th June 2018 Westminster Hall

[Alex Burghart]

I thank my hon. Friend for his remarks and will turn in a moment to what we do not yet know about Stonehenge.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

My hon. Friend should not be at all sorry that he does not come from Wiltshire. Those of us who do are very grateful to him for taking the interest that he has. Does he appreciate that the sensitivity of the matter is demonstrated by the fact that we are going to the extraordinary expense of constructing a tunnel past the stones, which will undermine, so to speak, archaeology that may be explored in the future? That cost should not be underestimated, as logic would dictate that we did a cut and cover, at the very most, or simply had a dual carriageway. Instead, we have gone for a tunnel, which will leave the great bulk of the archaeology that may as yet be undiscovered uninterrupted and undisturbed.

[Alex Burghart]

I thank my hon. Friend for that excellent point. There is no doubt that a tunnel under part of the site will protect that very part. Notwithstanding the concerns that have been raised about toxic gases that could be released by tunnelling through chalk—not something I am fit to comment on—I believe that part of the site will be preserved by digging deep down for a tunnel. However, regarding the tunnels, the widening of roads into dual carriageways and particularly the flyover on the eastern end of the site, I seek reassurance that at the very least we are doing everything in our power to ensure that we do not damage this precious environment and that, if we find we are doing so, we take other steps.

I wish to make three points in connection with the issues I have raised. The first is about the academic, archaeological response that has been made to the consultation, which it is only right to put on record. The second is the response of UNESCO and the International Council on Monuments and Sites to the proposals as they stand. The third is about the relationship we have with world heritage sites and how we might seek to develop that relationship in the future.

[Alex Burghart]

I am grateful to my hon. Friend for his comments. I am one of those people who have sat on the A303 on a hot summer’s day in stationary traffic with an agitated child in the back and a wife looking at me as though to say, “We should have taken a different route.” The last time I went on the A303 in summer, we were in stationary traffic for two hours because the President of the United States had decided he would visit Stonehenge that day. The security forces of the United Kingdom and the USA had bilaterally decided to stop everything going east and west without telling us what was going on. I fully acknowledge that there is a traffic problem on the A303 and that local residents have a right to ask for that problem to be solved. I am an Essex MP; I do not wish to go into alternative routes. I am seeking assurances from the Government that, whatever decision is made about where the road does or does not go, we have foremost in our minds a determination to preserve this completely unique environment.

First, I turn to the comments made by the group of 22 experts who have worked at Stonehenge over the past 10 years. They have raised particular concerns that the

“creation of new sections of dual carriageway and slip roads at each end of the tunnel, within the boundary of the WHS, would set a dangerous precedent by allowing large-scale destructive development within a WHS”.

I will turn to that point again in a moment. They also said:

“The construction of the portal at the west end…and new sections of road in its vicinity, would damage an area with an unusual and nationally important concentration of long barrows”

belonging to the millennium prior to Stonehenge. They said:

“The proposed new road would cut across the site of a settlement from the time of Stonehenge’s construction, perhaps where the builders of its Bronze-Age phase once lived…At the tunnel’s eastern end, construction of its portal may affect groundwater conditions which could harm nationally important Mesolithic remains at the site of Blick Mead.”

The 22 archaeologists are employed by UK universities. Many were employees of various universities or English Heritage when doing research at Stonehenge. Seven of them are members of the A303 Scientific Committee at Stonehenge. It is a very good thing, which was set up to ensure that the process gets good advice on limiting the damage of the current proposals. However, its remit does not extend to looking beyond that; those are the terms of engagement. Seven members of the scientific committee were sufficiently concerned to make their own submission to the consultation.

I do not know the best way of doing this, as I do not wish to read out all 22 names, but I hope they can be in some way included in the Official Report. [Interruption.] I am being told to read them into the record. They are: Professor Mike Parker Pearson, University College London; Dr Umberto Albarella, University of Sheffield; Dr Mike Allen, Allen Environmental Associates; Dr Barry Bishop, University of Buckingham; Professor Nick Branch, University of Reading; Dr Christopher Chippindale, University of Cambridge; Professor Oliver Craig, University of York; Dr David Field, formerly of English Heritage; Professor Charly French, University of Cambridge; Professor Vince Gaffney, University of Bradford; Paul Garwood, University of Birmingham; Professor David Jacques, University of Buckingham; Dr Nicholas James, University of Cambridge; Dr Joshua Pollard, University of Southampton; Professor Colin Richards, University of the Highlands and Islands; Dr David Robinson, University of Central Lancashire; Professor Peter Rowley-Conwy, University of Durham; Professor Clive Ruggles, University of Leicester; Dr Colin Shell, University of Cambridge; Professor Julian Thomas, University of Manchester; Professor Christopher Tilley, University College London; and Professor Kate Welham, University of Bournemouth.

They have concerns, and further concerns have been raised by a different body that worked on the Blick Mead archaeological site in the east. The principal concern there is about the water table, since the deoxygenated environment, as I have explained, is extremely helpful in preserving organic matter from a long time ago. They are concerned about two aspects of the proposed route: that the extension of dual carriageway could create additional weight on the road, squeezing water out of the site; and that the weight of the flyover could squeeze the soil down, again pushing water out.

Such concerns are understandable from a professional viewpoint, given that in 2000, an extraordinarily important Mesolithic site in North Yorkshire called Star Carr was damaged when drainage ditches—which, I believe, had been approved by heritage organisations—were cut through. That has caused irreparable damage to a truly remarkable site. For the record, the academic paper charting what happened at Star Carr can be found in Proceedings of the National Academy of Sciences of the United States of America, November 2017, “Lessons from Star Carr on the vulnerability of organic archaeological remains to environmental change”. Within a short period from the changes being made to the Star Carr environment, irreparable and irreversible damage was done to its archaeology.

I was pleased to see in chapter 11 of the Highways England preliminary environmental information report that the potential impacts of the construction of the scheme at the eastern end—over the Countess roundabout—were being looked at. Some opportunities to avoid or mitigate the impacts by influencing the design of the proposed scheme were noted. However, from the information given in that document, it is very difficult to see exactly how Highways England has reached its conclusions. There is no account of what it envisages the weight of the road being, or the weight of the flyover. It is very difficult—indeed, impossible—to tell what minimisation looks like in this context. Does minimisation mean an absolutely negligible impact? I sincerely hope so. Either way, we deserve to have that information, so that we can ascertain whether the conclusion that the

“proposed scheme would have no likely significant permanent adverse effects”

is true, and if so, the extent to which it is true.

[Dr Murrison]

My hon. Friend is being very generous. Would he acknowledge that there is a clear and present danger, not only to people who live and breathe in villages such as Chitterne, with the rat-running that currently goes on, and Chicklade, which sits along the route of the A303 and is blighted by that road at the moment—their lives are being adversely impacted by the A303—but to the built environment, which is also being adversely impacted? We need to do something about that. The proposals for Stonehenge would go some way towards improving those settings, the lives of those who live there and the built environment in the sorts of villages I have described.

[Alex Burghart]

I thank my hon. Friend for those remarks. As I said to my hon. Friend the Member for North Wiltshire (James Gray) a moment ago, I fully understand the need for some form of road improvement in the area. All I am asking for is an assurance that we are doing everything in our power to protect the archaeological environment.

--- Later in debate ---

[Dr Andrew Murrison (South West Wiltshire) (Con)]

I shall be very brief. Like my hon. Friend the Member for North Wiltshire (James Gray), I did not intend to speak in this debate. I will start by declaring an interest. My home and a small piece of land that I own runs down to the A303, although much further west than Stonehenge.

I congratulate my hon. Friend the Member for Brentwood and Ongar (Alex Burghart) on his speech. He did a great job in trying to steer that middle course between serving the interests of people who live and breathe today and our interest in archaeology, which we hold to be extremely important in Wiltshire. It is very much the repository for archaeology, and I know that my hon. Friend the Member for Salisbury (John Glen), who is unfortunately prevented from speaking because of his ministerial position, agrees with me that we must preserve all we possibly can. However, it is important to say that we cannot make an omelette without breaking eggs. It would be very foolish for any of us to suggest that archaeology is not going to be disrupted by the proposal for the A303.

My hon. Friend the Member for St Austell and Newquay (Steve Double) is absolutely right to say that a balance must be struck. In my opinion, the right balance has been struck. The tragedy would be if the project was delayed any more because we were concerned that we should not disrupt any piece of archaeology in this extremely cramped—in archaeological terms—site in Wiltshire. I regret to say that that would be impossible. In the event that it was shelved, my constituents, who live alongside the A303 and who have their lives blighted on a daily basis by this extraordinary road, and those in all the villages roundabout that are used as rat runs when there is congestion on the A303, which is pretty much all the time, would have their lives blighted for years and years to come.

I have my own concerns, which the Minister will know about, about the choreography of some of the work, particularly in relation to the village of Chicklade. I will continue lobbying on behalf of my constituents to make sure that we get the second phase sorted out very quickly indeed. However, none of that should delay this crucial piece of work through Stonehenge. At this particular juncture, I think we need to just crack on with it.

I admire very much the extraordinary account by my hon. Friend the Member for Brentwood and Ongar of the history of the site. It seems to me that tunnelling under most of the archaeological remains is the most sensitive way of dealing with that, notwithstanding the poisonous gases to which he referred and of which I have to confess I was not aware. I understand his concerns about either end of this tunnel—particularly the Amesbury end—and I hope very much that we are able to approach the work in as sensitive a way as we possibly can, but it would be foolish for any of us to suppose that some of it will not be disruptive. That, I am afraid, is the price that we pay.

My hon. Friend referred to Stonehenge as a Mesolithic destination. Stonehenge was sited there for a reason: it was because it was accessible by tracks and by river. That is part of the reason Stonehenge is where it is. I think we sometimes have to give a little respect to the much-maligned A303; the part it has played in our history is sometimes understated and underestimated. It is important and is part of the overall Stonehenge story.

Road Routes to the South-West

Andrew Murrison Excerpts

Tuesday 1st March 2016 Westminster Hall

[Neil Parish]

We certainly do. Before I answer my hon. Friend, let me say to my hon. Friend the Member for Salisbury (John Glen) that it is essential to get the tunnel built, but I want to ensure that we start building all parts of the A303/A30. We should not just hold up one part for another. We have to get on with it. To get down to Plymouth, we have to get through a number of counties. Plymouth is very much a driving force for the west country so it is essential that we get not only trains, but good roads to Plymouth.

[Dr Andrew Murrison (South West Wiltshire) (Con)]

I congratulate my hon. Friend on securing this debate. On the subject of getting the choreography right, it is great to do Stonehenge, which is what grabs the national news. However, would my hon. Friend observe that if we fix Stonehenge and merely shunt traffic a little bit further west, into the village of Chicklade, for example—a very real possibility, particularly if the economy takes a nose dive, which economies tend to do from time to time—my constituents will find a whopping great traffic jam landed on their doorstep, which would be an extremely bad thing and do nothing to sort out the problem with the superhighway to the south-west?

[Neil Parish]

I agree with my hon. Friend. Roads are a little bit like tributaries. If one area is cleared, the water is taken faster into the next area, and the same applies with traffic. Therefore, if we are doing the road, we have to ensure that we dual the road all the way through.

Although the tunnel under Stonehenge is necessary, it is expensive and will take some time. We have other schemes through Chicklade and other places that are not so expensive and can go on at the same time. The previous Government made a mistake: the problem at Stonehenge stopped any help to the rest of the roads. We have to do Stonehenge but we have to do the other parts of the road as well. Should the Minister travel on the A303/A30 now, he will have the good fortune of congested roads so that he can safely admire the natural beauty of the area, but I want him to be able to travel through a little faster so that he can get to his destination when he decides he is going to and is not stuck in hours of traffic jams in the summer.

In the Select Committee on Environment, Food and Rural Affairs, we deal with air quality. There is no doubt that the more traffic is congested, the more vehicles stay ticking over, and as idling cars give out a lot of pollution, this a problem of pollution as well. If we get people through quicker, Roads Minister, we will improve the environment even more.

Unfortunately, many commuters are not that interested in the surrounding beauty and think that getting to work on time is important. Although a great many tourists come through the area in the summer, we must not forget that a lot of people are still working. They want to get to work and to get goods delivered in their vans and cars.

--- Later in debate ---

[Andrew Jones]

It is always appropriate to consider options broadly to ensure that the scheme is absolutely the right one, but there is no doubt whatsoever here; we are committed to delivering a 1.8-mile tunnel at Stonehenge. Our objective is to be able to stand at the stones and not see cars. The tunnel will transform the experience of that important part of our national heritage, and at the same time remove an environmental problem and a traffic problem. We should not, however, confuse the development consent order process requirement to show that different options have been exhausted with reneging upon our commitment. That commitment is strong, and we are working on it closely with environmental and heritage groups. The scheme has strong support from the National Trust and English Heritage; I have met with them at the stones and discussed the issue with them.

On timing, there will be a formal consultation on the scheme early next year. It will go through the development consent order process—part of the planning process—in 2018. We would expect to start works on the scheme in early 2020. We have to get that right, but I hope that that timing provides some comfort.

[Dr Murrison]

I listen to the Minister’s remarks with great interest. Does he agree that it would not be helpful if we sorted out the extraordinarily difficult conundrum of Stonehenge, which will be incredibly expensive, and yet did not deal with low-hanging fruit? I am thinking particularly of the village of Chicklade, since the problem will simply be shunted further west.

[Andrew Jones]

That is a valuable point. The scheme is not the only one we are considering for the area. When we consider schemes, they are in a network, and if one part of the network is changed there are consequential implications that we have to work through. I am conscious of time, so I need to press on rapidly.

We will dual the A303 from Sparkford to Ilchester and the A358 from Taunton to Southfields to deliver quicker, safer and more reliable journeys. Concerning the timing, we will begin the public consultation on the Sparkford to Ilchester section and on the A358 enhancements later this year, with Highways England set to make a recommendation to the Government in 2017.