(6 years, 2 months ago)
Commons ChamberRead Hansard Text Read Debate Ministerial Extracts
Tom Tugendhat (Tonbridge and Malling) (Con)
It is a privilege to be here, speaking on behalf of the people I represent and on an transport issue of which many people will be very conscious, given the events of recent weeks, but let me start by saying how sorry I am that the hon. Member for Strangford (Jim Shannon) will not be intervening this afternoon. We will all miss the adventure and surprise of finding out what connection the M26 in Kent could possibly have to Strangford. Sadly, that will be for another day.
The M26 is a key strategic road in the south-east of England that helps to connect our country to our European neighbours, providing a reliable link to our nearest port at Dover. It also facilitates the significant east-west traffic flow through the county of Kent. Communities such as Ashford, Maidstone, and those I represent in West Malling and Borough Green, have grown and prospered because the road network provides superb links with the rest of the south, along the M25-M26-M20 corridor. Therefore, any plan that might prevent such good access would cause economic and social damage to the area and require significant planning and mitigation. A scheme of enormous scale—such as turning the M26 into a lorry park—would require lots of consultation to allow people to plan for alternative routes.
The Government plan to us the M26 as a lorry park. Now, this is a surprise. It would fundamentally change the lives of residents and businesses across Kent, but neither the Department for Transport, nor Highways England, has asked to hear the thoughts of those affected. I am pleased that the Secretary of State and the Minister, who I am delighted to see in his place, met me and my right hon. Friend the Member for Sevenoaks (Sir Michael Fallon) last week, and I am happy that we have a further meeting with our local councils next week. I speak for all in saying that we understand that contingencies have to be made for a no-deal Brexit, but this is not a workable solution. Now, this is not just not workable for west Kent, but for the whole country, as this is ultimately a national concern.
Matt Rodda (Reading East) (Lab)
I appreciate the time that the hon. Gentleman has taken to highlight the issues in Kent and across the country. Does he agree with me—an MP representing a constituency in another part of south-east England—that there may well be particular congestion pressures on the south-east, as the problems that he described on the M26 spread to the M25, M4 and other neighbouring motorways, affecting all our towns and cities across the south-east of England?
Tom Tugendhat
Indeed; I am getting to that exact point, and I am delighted that the hon. Gentleman should make it.
When plans are developed for any area, local residents and businesses are expected to have their say, but that has not happened here. No information was given on why the closures were happening, other than for “central reservation works”. This phrase could realistically mean anything, and does not indicate the scale of what is proposed. I checked with a few people, including local county councillor, Harry Rayner—a more assiduous representative of the community it would be hard to find—but I could not find anyone who knew about the central reservation works. Earlier this year, I had heard that the idea of using the M26 to store HGVs was being talked about as a vague possibility, which is why I wrote to the Secretary of State on 4 April to raise my concern about the wider effect that this level of disruption would have on the local strategic road network. I shall quote from the letter that the Minister has no doubt seen, but that others in the House may care to hear:
“I would be grateful if I could meet urgently with your team planning this to talk about the impact closing the M26 for a sustained period would have on the local road network and the villages which rely on it.”
This is hardly a surprising turn of phrase, but as no meeting was forthcoming, I wrote to Highways England about works on the strategic road network in Kent. The M26 was not mentioned in its reply.
As recently as three weeks ago, when I asked Highways England if there were any plans to use the M26 in the case of a no-deal Brexit, I was told that there were not, so I was satisfied that there were no plans to subject communities in the area to even more traffic nightmares. For months, I have told the people I represent that this would not happen, following assurances that I had received. I now feel that we have all been let down. Why was there no consultation? The Department for Transport and Highways England are publicly funded, and they should be held accountable for their decisions. To fail to consult the communities most affected by the scale of the proposal is unacceptable. The very least they can do is to apologise.
I am calling for a fundamental rethink of this idea, which would almost cut communities off and cause chaos across the whole area, particularly as there are alternatives outside Kent; I would like the Minister and his Department to explore these. I very much hope that he will have detail on this by the time of his meeting with me, my right hon. Friend the Member for Sevenoaks and our councils next week. We need to explore how we keep lorries at their source rather than allowing them to park in Kent—neither their start point nor, indeed, their end destination. There is technology available and emerging that would enable this to happen. The M26 is not a lorry park and does not have to be used in this way.
Since the closures were announced two weeks ago, a lot of people have linked the proposal to the vote to leave the European Union, but Kent has actually been looking for a solution since Operation Stack plagued the county in 2015, well before the referendum, let alone the result. The impact of closing the M26 is severe, regardless of the cause. Take policing, for example. Our excellent police and crime commissioner, Matthew Scott, has said that pretty much every traffic officer in the county would be needed to patrol a closed motorway. This would create a huge hole in Kent police’s resources, with neighbourhoods nervous about losing their officers to cover for their colleagues. It is no wonder that Matthew thinks this is an unworkable idea.
The views of local people and representatives like Matthew matter because their local knowledge can provide real insight and solutions. For example, has anyone thought what happens to HGVs travelling north on the A21, or south from the Dartford crossing on the M25? There are no slip roads on to the M26, so how would they join the queue? Do they rat-run through villages like Shipbourne to get to the junction? Sat-navs—which, as we all know, have caused many issues for lorry drivers and for people living on small roads in past years—will no doubt take lorries through small lanes that are unsuitable. Do they travel the wrong way on the M25, or go along the A25 through six air quality management areas in 18 miles? These 18 miles along the M25 and M26 are the longest stretch of motorway in England without a junction. The A25 runs parallel the whole way—a single carriageway almost everywhere, even through villages such as Borough Green that suffer the most with air quality and congestion. Borough Green cannot cope with more traffic, particularly large HGVs. Its air quality will suffer even more. It is a perfect example of why the problem needs to be stopped at source, rather than parking HGVs in Kent that then cannot proceed on to Europe.
Could using the M26 as a lorry park be mitigated? Possibly, but I want to know what avenues the Department has explored. Can lorries be kept at source? Will my hon. Friend the Minister look at utilising lorry-holding facilities before the Dartford crossing so that Kent does not have to bear the whole of this load? If not, how can the Government provide appropriate mitigations for communities like Borough Green and Platt on the A25? That question is perhaps the hardest to answer. It requires significant investment. Take the air quality issue. How can the Minister and colleagues in the Department for Environment, Food and Rural Affairs provide funds and suitable equipment to properly measure the impact? How can they make sure that Tonbridge and Malling Borough Council can enforce the statutory limits so that they are kept within? What additional powers will be granted? These are all questions that we do not yet know the answers to.
I know that my hon. Friend the Member for Chatham and Aylesford (Tracey Crouch) joins me in the comments that I now make. Currently, when there is a problem on the M26, the impact stretches further afield, much further south and east of the motorway. For example, the A227 is the only realistic route in or out of Wrotham and runs over the M26. Congestion there leaves the village almost cut off, with a single track road to the west the only option. The conurbation of Wrotham—a wonderful and very beautiful village—and its neighbours Borough Green, Platt, Ightham and others understandably feels that it has been getting rough treatment recently. Its infrastructure is declining, when connectivity matters more than ever.
I want to try to make the lives of people living and working in these beautiful villages better, not worse, but traffic congestion and poor air quality remain problematic, and rail services are often unreliable and slow. I do not need to rehash the issues surrounding the Southeastern timetable changes, but added to the delayed start to Thameslink services to the City of London and compounded by the threat of a lorry park, villages could be cut off.
Lilian Greenwood (Nottingham South) (Lab)
Does the hon. Gentleman share my concern that this seems to imply that the Department for Transport simply is not sufficiently well prepared for what might come about on 29 March next year? Is he aware that the Comptroller and Auditor General expressed concerns about the Department’s preparedness last week to the Brexit Committee, when he said that the Department
“has convinced itself that it is less risky than it actually is”?
Is it not time that the Department got on top of this issue, to avoid the very problems for the hon. Gentleman’s constituents that he has set out so eloquently?
Tom Tugendhat
I thank the hon. Lady, the Chair of the Transport Committee, and I should also pay tribute to the Chair of the Public Accounts Committee, the hon. Member for Hackney South and Shoreditch (Meg Hillier). They have both taken up this question with great diligence. If she will forgive me, I am going to focus on the issue particularly relating to Kent, which is not only about Brexit. In fact, this issue is not specifically Brexit-related. It is, as we know, related to Stack, which happened before the referendum and would no doubt have arisen anyway should there have been any issues with crossing the channel. I will focus on the M26 rather than on wider issues, which she not only suggests but has done very capably through her Committee work.
It is worth considering the other implications. There is a planned 3,000-home new development in the area as part of the draft Tonbridge and Malling local plan, which is out for consultation at the moment and to which I urge those who wish to comment to respond as soon as possible. Should that be approved, it will put additional strain on local road and rail networks. Do an extra 3,000 families need hundreds of additional vehicles thundering down country lanes every day? I do not think so, and I would be surprised if others did.
Clarity, consistency and communication matter, especially for businesses. Take, for example, ALS Airport Travel in West Malling. Every day, its drivers make countless journeys from the Malling area to Gatwick. The combination of closing the M26 and the existing smart motorway work on the M20 will have a hugely detrimental impact on the business.
We have no faith in Highways England to manage two neighbouring works concurrently. It cannot even get the M20 scheme right at the moment. Lower speed limits, narrow lanes and full road closures are already forcing traffic on to local roads. Accidents are on the rise. We see the effect every day. Highways England’s woeful lack of communication across any scheme sees closure dates change frequently and residents unsure of what it will deliver for them. It has happened already with the scoping works on the M26 last week. The motorway opened two days before it was planned to, which is great, but Highways England failed to tell anyone that it had happened. The Department and Highways England really must start talking to the people who are most affected by these plans.
Closing the M26 to hold lorries will impact public transport, too. In a rural area, where many people travel long distances to school, even the slightest delay in the morning affects the network for the rest of the day. Has the Department spoken, for example, to local bus operators about that? How will it ensure that children get to school on time? More pressingly, should the education of students in west Kent be impacted day in, day out, because the area is at a standstill due to HGVs preferring not to stop in the county and blocking our major roads?
One possibility that I would like to see implemented if this proposal proceeds is to relax the rules of the traffic commissioner to allow bus operators and Kent County Council to modify and change bus routes quickly. Some people, including me, have argued that 70 days’ notice is too long already, but the Government have an obligation to ensure that public transport still works and to put into place changes that mean children can get to school on time and as stress-free as possible.
This is just as important for any other motorist, so can the HGV parking ban on Kent County Council roads, piloted in Ashford, be extended county-wide, and can the penalty be increased, with permission to clamp on the first offence as well? Without that, our roads will not have a chance of being free and available for local traffic to use. Sadly, clamping matters in this circumstance. Can roadworks on local roads be limited, too? I would like powers to be granted to Kent County Council to enable it to charge more than currently permitted under the lane rental scheme to limit works causing delays on the roads. This would require departmental approval and, I understand, a statutory instrument, but it is precisely the sort of change that needs to happen.
Mr Deputy Speaker, I could talk more about the further mitigations possible under part 4 of schedule 7 to the Traffic Management Act 2004, but I trust you and the Minister already understand my concern. There is an argument that, wherever disruption might occur, these ideas should be implemented. This summer, a sinkhole developed on the A26 in Maidstone, closing the road for months, and the whole of mid and west Kent suffered as a result. The highway network in our corner of Kent is not resilient, and this needs to be considered as well.
At yesterday’s Public Accounts Committee sitting, the permanent secretary of the Department admitted that the works on the M26 would cost £30 million to £35 million and include hard shoulder improvements as well as the central reservation works. Can the local community also benefit from these improvements? Why not pursue a simpler solution and stop HGVs entering Kent in the first place? Why should it be the responsibility of the garden of England to turn into the parking lot of England? Most HGVs do not start their journeys in our county, so why not keep them at source, as they do in France?
I want to touch on a social issue that I know concerns my right hon. Friend the Member for Sevenoaks. The M26 is largely rural and it is far from any services. If lorries are parked here, how will drivers be fed and provided with water and sanitation facilities, and where will they sleep at night? Tonbridge and Malling Borough Council and Sevenoaks District Council have clear statutory responsibilities under the Civil Contingencies Act 2004, so why have they not been informed either? Both councils do a brilliant job across all services, and they are excellently run, with extremely capable leaders and officers. I am pleased that the Minister will meet us on Tuesday, and it is clear than any proposal on the M26 would require abnormally high levels of Government support for our local councils.
I want to help the Minister and his Department to find a solution to this problem. I welcome the wonderful benefits that the freight industry brings, but there must be a better solution than turning major roads in the county into a lorry park. I look forward to his response and to working with him and local councils in finding such solutions. Before I sit down, I must extend the apologies of my right hon. Friend the Member for Sevenoaks and my hon. Friend the Member for Chatham and Aylesford, who express their support, but sadly could not be in the Chamber this afternoon.
The Parliamentary Under-Secretary of State for Transport (Jesse Norman)
I congratulate my hon. Friend the Member for Tonbridge and Malling (Tom Tugendhat) on securing this debate on the effect of the M26 road closures on local residents and businesses. I, and of course colleagues and officials, appreciate that this is an issue of great concern to him, on behalf of his constituents. I have met him and my right hon. Friend the Member for Sevenoaks (Sir Michael Fallon). Knowing the very strong feelings that my right hon. Friend has expressed in public, it is a pity that he could not join us for this important debate and share directly with us the issues that my hon. Friend has raised.
I know that my hon. Friend has raised this with the Secretary of State, and he and I have of course separately discussed it. Let me be clear: the Secretary of State has apologised to my hon. Friend, and I would like to take this opportunity to apologise to him as well—and not just to him, but to his constituents and other affected parties—for the communication failures that have occurred in this case.
Before I respond to the specific points raised by my hon. Friend, it may assist if I set out some of the circumstances that led to the M26 road closures. The work on the M26 that my hon. Friend has mentioned is, as he knows, related to our wider efforts to improve arrangements for traffic management in Kent in the event of disruption at the short channel crossings. In that work, we have been very conscious of the need to do more to mitigate the impact of such disruption on his constituents and Kent residents more generally. The Government are seeking to avoid any repeat of the scenes in 2015 that he referred to and which all colleagues from that area will recall, when Operation Stack was deployed to address disruption—nothing to do with Brexit of course—at the border. This saw long-term traffic problems on the M20 and other Kent roads, especially local roads. It is precisely the point of the work being done now to avoid this kind of disruption.
Since 2015, there have already been increases in lorry-holding capacity at the port of Dover and at Eurotunnel. Highways England has also made improvements to the Dover traffic assessment protocol—known as the Dover TAP—on the A20. This protocol is used to manage any mild disruption to the flow of traffic to the Dover port area and has proved effective in reducing the risk of Operation Stack requiring to be activated. The Department for Transport, Highways England and other partners are currently working closely together and with local bodies, particularly the Kent Resilience Forum, to develop contingency plans for the complete replacement of Operation Stack.
It is important to be clear that Operation Stack has been superseded by Operation Brock. This new approach has been designed to ensure that, unlike under Operation Stack, the M20 will be kept open and traffic will continue to flow in both directions at times of cross-channel disruption. Operation Brock consists of three phases, involving a contraflow queuing system on the M20 and holding areas at Manston airport and, if necessary, on the M26. The contraflow system on the M20 will allow lorries to queue between junctions 8 and 9 of the coast- bound M20. At the same time, other traffic will be able to proceed in both directions on one side of the motorway, with access to junctions.
This represents a significant improvement on previous deployments of Operation Stack, when junctions were closed and traffic diverted off the M20 on to local roads, adversely affecting local communities and businesses in Kent. It is estimated that the Brock contraflow will be capable of holding at least 2,000 HGVs, in addition to the 2,000-plus capacity that the additional spaces at Eurotunnel, the port of Dover and the Dover TAP provide between them. We will therefore have substantial truck-holding capacity while maintaining flow of traffic on the M20 at all times.
We are highly conscious, however, of the need to have even deeper resilience plans in case of levels of disruption that exceed even this capacity. The Government need to plan for all eventualities. In the event of this kind of disruption, which would only occur in exceptional circumstances, we have two further options at our disposal. First, the currently disused Manston airport stands ready to be put into service if needed. It has an enormous runway that can hold up to 4,000 lorries. Then, of course, on the specific subject of today’s debate, plans have been in development for some months now to utilise the M26 to hold lorries should even further capacity be required. To be clear, neither Manston nor the M26 option would ever be deployed if the initial suite of measures had been successful.
These measures can be deployed discretely in response to a specific incident or in sequence as part of an escalation plan. The exact approach to this phasing is in the final stages of development with the Department’s delivery partners. Our preference is for Manston to precede the M26 option, but of course if an emergency is called, any operational decision will be made by the gold command on the day. All measures will be available, with full operational plans developed, by March next year.
The specific points raised by my hon. Friend fall into a number of broad areas. The first is his point about engagement and consultation with affected parties and communities. He focused on consultation. As he is aware, we are already undertaking work on a longer term solution for a lorry-holding scheme. In June and July 2018, Highways England ran a series of public information events on the proposed way forward, and it is currently assessing the responses.
It is becoming apparent that a range of on-road and off-road solutions have received strong support, and those could offer maximum benefit for future network resilience. There will be further public discussion on more detailed proposals when they have been fully worked out, and our aim is for the improved arrangements to be in place by 2023.
Although there has not been a formal consultation on immediate contingency plans to replace Operation Stack, over the past year there has been extensive and more or less continuous engagement. That included the meeting that the Secretary of State and I held in March 2018 with Members for Kent constituencies—as my hon. Friend said, he was unable to attend, but he referred to it in a letter that followed. At that meeting, the Secretary of State outlined his vision for the M26 being used in extreme circumstances as an extra resource. After my hon. Friend wrote to the Secretary of State on 4 April, I invited him to attend a tea surgery on 30 April 2018, and again on 21 May, to discuss our contingency plans. It is therefore not fair to say that no meeting was forthcoming—on the contrary, the normal procedure, which is to have a tea surgery to understand the problem and then to go deeper into it with officials, was available and offered at the time. My officials have also had numerous meetings—more than 40—with local stakeholders and Kent Resilience Forum groups over the past year. Other opportunities to discuss the plans have been available, and used by other Members in correspondence and parliamentary questions.
My hon. Friend refers to comments made by the PCC and Highways England, and there is clearly always the risk of miscommunication or misunderstanding. Highways England has been clear about the need to work on the M26 and its potential role as an option of last resort, and the Secretary of State has held conversations with key local stakeholders. I understand there is agreement on the work to be undertaken and the options that should be explored, but it is important to be clear that no one—certainly no one in my Department, or in Kent or any of the organisations involved—wants to put restrictions on the M20, to have to park lorries at Manston or potentially to close the M26. These are contingency plans. If there is major traffic disruption as the result of action by EU states, we need the best plan possible to mitigate the effects of that, and a plan that works for the whole of Kent and the wider UK economy.
Detailed plans on the system are being developed. My hon. Friend mentioned the wider impact of these measures, and work is being carried out to attempt to understand the nature of the flow of HGVs into Kent, to see whether that can be mitigated in the event of disruption. As part of that, officials are considering the impact on the local network, as well as on the M25. I recognise and share my hon. Friend’s concern about this issue, but we must also consider what the counterfactual would be, and what would happen if lorries were not managed in a planned, co-ordinated and effective way. In the event that we had to close the M26, I appreciate my hon. Friend’s concerns about the impact on Wrotham. However, it would at least benefit from keeping the M20 open, and we know that that is a much more important strategic road, with high traffic flows, including for local traffic.
My hon. Friend raised a question about air quality, and that is inevitably a facet of any congestion on the local network and will be considered as part of the broad assessment. Again, however, the counterfactual applies, and it is important to understand what the impact on air quality would be if we had major traffic disruption without these contingency plans. My hon. Friend asked questions about the involvement of district councils, and all district councils in Kent, including Tonbridge and Malling Borough Council and Sevenoaks District Council, are members of the Kent Resilience Forum and have had the opportunity to get involved in the development of those contingency plans.
The M26 closures are the specific reason for this debate, and under advice, they were deemed to be necessary for the undertaking of survey work that, in this case, was not formally subject to prior notification and, as my hon. Friend noted, ended earlier than the stipulated date. However, I absolutely accept that, given the sensitivity of this particular issue at that particular time, a more proactive and tailored approach to advance communication should have been adopted. That is why I have issued an apology and why we are so clear on that. My right hon. Friend the Secretary of State feels the same way. The closures should have been notified more widely.
The survey work undertaken included taking core samples from the central reservation area, checking structure heights, assessing the condition of the existing M26 Otford emergency access, taking measurements, assessing 4G signal strength and undertaking drainage surveys. Highways England has confirmed that further overnight closures on the M26 are also planned in November and December. They follow site surveys carried out on the M26 in October. During those closure periods, work will be undertaken to install crossover points in the central reservation, which can be used to direct traffic on to the opposite carriageway. Such crossover points are commonplace on motorways and major A roads across the country. Their purpose is to help Highways England to manage traffic flow during incidents.
The Government are determined to keep the road network moving at times of potential cross-channel disruption for local people, businesses and visitors. That is why we continue to work closely with Highways England and other partners on developing both short- term and longer-term solutions to Operation Stack. On 5 November, I will host a further roundtable with Members of Parliament for Kent constituencies. At that meeting I expect to update Members on current plans and will be happy, as always, to discuss longer-term issues and proposals. It will be another opportunity to help to shape our proposals as they go forward, and I hope that as many Kent constituency Members as possible will attend.
To conclude, we doubt that these contingency measures will be needed, but if they are, then we are doing the necessary planning. If we did have significant disruption at the border resulting in traffic disruption in Kent, then let us be clear there is no panacea and no cure-all, but we want to ensure that we can manage disruption while keeping Kent moving. It is important that we do that in partnership with the key stakeholders working through the existing Kent resilience arrangements. I look forward to continuing to work with colleagues and partners to ensure we are well placed to cope with any outcomes.
Question put and agreed to.