A303

Debate between John Glen and Jeremy Browne

Tuesday 4th March 2014 Westminster Hall

[John Glen]

I agree entirely with my hon. Friend. Later in my speech, I will describe the analysis that has been done on the impact on the south-west economy, the support of the CBI and others, and the reasons why it is imperative to get on with improving the road.

The difference now, compared with previous attempts to deal with the problem, is that Britain’s engineering expertise has developed and we now have an international reputation for excellence in large-scale infrastructure projects that involve tunnelling. I understand that as a result of the expertise accumulated through Crossrail, the Hindhead tunnel and the Thames Tideway tunnel, the cost of such a project today should, in real terms, be around half the cost that was quoted in 1996.

I recognise that the dualling of the A303 by Stonehenge has aroused significant debate over many years, but the current impasse requires clear ministerial engagement and decisions. I therefore urge the Minister to be the one who unlocks decades of inertia—to be the Minister who finally delivers a solution for the road, rather than being added to the 70 I mentioned earlier who sadly failed.

Ten years ago, the then Secretary of State for Transport, the right hon. Member for Edinburgh South West (Mr Darling), said:

“Let’s have no further re-examinations and re-examinations and reviews—let’s get on with it”.

[Mr Jeremy Browne (Taunton Deane) (LD)]

I am grateful to the hon. Gentleman for giving way, and for securing this debate. I completely agree with him on the need to be sensitive to Stonehenge and its surrounding environment. Nevertheless, does he share my observation that the road must be dualled at some future point, at least as far as Ilminster, because the volume of traffic will inevitably make it necessary? Indeed, it already has. The question is not really whether we dual it, but whether the Government have enough sense of urgency about the economic benefits for the south-west and the time that is being lost daily. Are we going to keep pushing the problem on to future generations of politicians and future Governments when we should be looking to resolve it ourselves?

[John Glen]

I am grateful for the hon. Gentleman’s intervention. He makes a passionate case on behalf of the Somerset people he represents, and everyone in the region, on the legitimate economic arguments for the whole country, and the south-west in particular. I fully back him up on what he said.

Will the Minister tell us how the feasibility study will be framed to deliver an unambiguous solution for the A303 in Wiltshire? I do not mean a solution on paper, and subject to further decisions near or after a general election; I mean a solution that will secure physical changes on the ground. As other Members have said, the A303 is vital to the south-west, but it is also a route used day in, day out, by local people in my constituency, and they are very concerned.

Winterbourne Stoke is a typical Wiltshire village, except that more than 30,000 vehicles thunder through it every day. In just five years, there have been two fatalities and nine serious injuries in a number of collisions. The case for the Winterbourne Stoke bypass was accepted in previous studies and public inquiries. I recently visited the proposed sites with local councillor Ian West, who said that there is no controversy over the best route or its inclusion in any upgrade to the A303. Will the Minister reassure my constituents in the village that this notorious accident blackspot will finally be addressed?

Other local areas have been similarly affected by the pollution, and particularly the noise, caused by the sheer volume of traffic. I am delighted that the Parliamentary Secretary to the Treasury, my right hon. Friend the Member for North West Hampshire (Sir George Young), is present. He has drawn my attention to the increased noise and pollution caused by the sheer volume of traffic around Andover. Will the Minister outline today how he intends to tackle that and replace the particularly noisy sections in that constituency? Will he agree, at the very least, to explore resurfacing the road so that those living next to it can have relative peace and quiet restored?

The village of Shrewton in my constituency has also paid a heavy price for the recent traffic changes associated with the construction of the new visitors’ centre at Stonehenge and the closure of the A344, which I mentioned earlier. The work of the Stonehenge Traffic Action Group—STAG—under the leadership of Janice Hassett and Dr Andrew Shuttleworth has motivated me to pursue those issues.

I turn to the wider economic benefits of improvements to the route. A study carried out in 2013 for Devon, Somerset and Wiltshire councils estimates that dualling the A303 would ultimately generate more than £41 billion for the economy, create 21,400 jobs and increase visitor expenditure by £8.6 billion every year. John Cridland, the director general of the Confederation of British Industry, has said that the A303 should be fast-tracked because it is

“pivotal in underpinning the government’s broader growth priorities: boosting our export capability and maximising the economic potential of all regions.”

Of 650 south-west businesses surveyed, 89% said that the reliability of the journey time was an issue for them, and 77% said that improving the route would increase investment in the area. More than two thirds of Wiltshire businesses alone said that dualling would increase their turnover, saving time, fuel and lives. The issue therefore is not simply one of a bit of traffic on the edge of Salisbury plain. The A303 is one of just two transport arteries to the south-west. The British Chambers of Commerce has shown that upgrading it offers the highest benefit-to-cost ratio of any UK transport project, including—dare I say it—a third runway at Heathrow.

Why would businesses invest in sites if accessing them involves travelling regularly on the A303? Staff would be plagued by delays and rarely be on time, while clients would never know whether staff would turn up. The benefits, therefore, are clear, as is the choice. We can continue with the clogged-up artery that is the existing A303, or we can provide the region with a much needed lifeline to catalyse economic growth in the south-west. It is somewhat sad that seven years ago my predecessor held a debate in this Chamber on this exact topic, but since that point nothing tangible has emerged from Governments of either side.

In recent days, I have spoken to English Heritage, the National Trust and Stonehenge Alliance, and I have received representations from the Council for British Archaeology, which will not accept anything that threatens the heritage interests of the area. Decades of consultations mean that we know the position of the Ministry of Defence and of the numerous stakeholders I have referred to, which have all contributed many times to the lengthy, expensive and repetitious public inquiries over the years. Let us be honest and say that tackling Stonehenge might well be the most difficult part of the A303 programme, but let us then get on with the job.

Let us have no more hand-wringing and procrastination, flying of kites that will not get off the ground or picking off of smaller, cheaper schemes elsewhere along the route—perhaps the Countess roundabout flyover, or an underpass at Longbarrow roundabout. They may be politically more palatable and fiscally less threatening to the Treasury, but they are not really what is required. We need an imaginative and holistic solution, and a realistic, fully costed explanation of how it will be paid for.

Have we explored every funding avenue available? Will the Minister agree to examine European funding avenues related to the economic interests of the far west of the region, which would undoubtedly benefit from the A303 being upgraded? Will he work with other Government Departments, including the Department for Communities and Local Government and the Department for Culture, Media and Sport, to ensure that all funding associated with this UNESCO world heritage site is pursued aggressively and exhaustively? More importantly, will the Minister pledge categorically that Stonehenge will not be simply siphoned off into the “too difficult” category in the study, in order to deliver improvements elsewhere on the route?

The harsh reality is that if the Stonehenge solution is ignored and the rest of the A303 is dualled, my constituency will remain host to the bottleneck that prohibits swift and easy access to the wider south-west region.

Oral Answers to Questions

Debate between John Glen and Jeremy Browne

Monday 11th February 2013 Commons Chamber

[John Glen (Salisbury) (Con)]

T8. The Minister will be aware of the excellent work done by the freedom programme for female victims of domestic violence. In my constituency, the refuge is keen to explore the possibility of a parallel scheme focused on male victims. Will he join me in endorsing this endeavour and indicate what resources are available to support this worthwhile scheme?

[Mr Jeremy Browne]

My hon. Friend raises an important point. Approximately one fifth of the victims of domestic violence are men, but most of the services—understandably, because the majority of victims are women—are designed to help female victims of domestic violence. Where services can be provided to help men, however, it would seem to be an entirely commendable and virtuous form of service provision. I congratulate those involved on what is happening in his constituency, and hope it can be applied more widely where it is seen to be valuable.