Dartford River Crossings

Lord Davies of Oldham Excerpts

Thursday 5th December 2013 Grand Committee

[Lord Davies of Oldham (Lab)]

My Lords, I too congratulate the noble Lord, Lord Hanningfield, on having secured this debate. As he says, it is a debate on the anniversary of the existing facility, so we should certainly think afresh.

When he quoted a figure of 50 million, I thought he was going to say every day, but he said every year. Whenever I go across the bridge, it feels more like 10 or 20 times the number he mentioned. It is a point of very real congestion at times. We know the pressure on the M25 and the efforts being made to widen sections of it. There has been significant road widening not far north of the bridge, which has helped, but the bridge and the tunnel are clearly queuing points.

I have the greatest difficulty understanding why we have not moved with some urgency on new toll payment technologies for the crossing—it seems an obvious thing to do. There is something very old-fashioned about cars and trucks slowing to throw coins into meters or show their entitlement to cross. I do not think that implementation of the new system—which after all has been tried and tested on congestion charging in London—represents an enormous technological breakthrough. I wonder that it is not done as soon as possible. I realise the date is not so far away now, but I bemoan the fact that it was not done some time ago, not least because the easiest way to ease things in the short term is to improve the efficiency of the two crossings.

The noble Lord, Lord Hanningfield, wants something much more ambitious than that, and I understand that. However, even with the best will in the world—which for me to attribute to the Government would be stretching things—completion of construction is a considerable period away for any such crossing, even if the case is established. The Government’s problem, quite straightforwardly, is that there are more people objecting to each of the three options than are in favour of any one of them. That is a genuine problem. We can see the pressures and the work that would have to be done there.

I hope the Minister, having carried out the consultation, will ensure that people get a clear perspective on the Government’s proposals. They may be more limited than my noble friend Lord Berkeley likes, but I fully support his continuous efforts to get as much freight onto rail as possible, to the advantage of our whole road system, and he is right to make the pitch here. However, that looks some distance away. I think that the degree of usage merits a real investigation. We all know the extent to which road usage for freight relates crucially to convenience, but the M25 is not a normal road. Normal roads have some linear quality to them. The M25 is a great circle, and therefore it is much more difficult to identify the nature of the usage.

I have the colossal misfortune of living some, although not many, miles north of the M1 at the 12 o’clock position and my son lives exactly the same distance south of the M25 at the six o’clock position, so we always have a little debate about which way round it is better to go. Of course, that depends on how much work is being done on road widening on the western stretch, and that is counterbalanced by what we all know will be the likelihood of a very considerable wait at the current Dartford crossing. Therefore, I have direct experience of this, and I know that there is a feeling of great frustration at the present limitations. It looks more than a little archaic when you see the quantity of vehicles at certain times. You can even have the supreme joy of driving at normal speeds going north, whereas when going south there is a jam that lasts for eight to 10 miles while people try to get across. You thank your lucky stars when you are not in that jam, although your lucky stars are unlikely to save you on more than two consecutive journeys before you get caught.

I recognise the difficulties. However, I hope that the pressure that the noble Lord has brought to bear in this debate, together with all the representations about the options, will stir the department into realising its obligation to produce a prompt response to the consultation. I also hope that we will get an assurance this afternoon that the charging system on the existing structures will be implemented as rapidly as possible.

[The Minister of State, Department for Transport (Baroness Kramer) (LD)]

My Lords, I am pleased to address this Question for Short Debate which the noble Lord, Lord Hanningfield, has secured on the Government’s plans for a new river crossing in the lower Thames area. We have had very thoughtful comments from the three noble Lords who have spoken today, often bringing up issues which have been raised within the consultation. The noble Lord, Lord Hanningfield, was right to say that this is an issue not just of local consequence but with much broader implications.

The noble Lord, Lord Hanningfield, said that he had seen the bridge built in just four years. Many of us who deal with infrastructure today think longingly of timetables such as that. However, he may be interested to know that the Government are piloting ways in which to accelerate the building of infrastructure. There are four pilots: in Surrey, on the M3 managed motorway between junctions 2 and 4a; in the West Midlands, at M6 junctions 10a to 13, which is also managed motorway; in Derbyshire, at the M1 junctions 28 to 31; and on the A160/A180 Immingham dualling scheme. We will see whether there are some good lessons to learn so that we can start to speed up the delivery of these infrastructure projects, because, as the noble Lord pointed out, that would make sense.

I know that noble Lords are concerned to know the nature and timing of the Government’s plans for a new crossing. I shall try to address that towards the end of my remarks and I hope to provide at least a measure of satisfaction.

Noble Lords will appreciate that there are serious issues at stake in reaching decisions on where to locate a new crossing and whether it should be a bridge or a tunnel. The department is carefully considering the issues reinforced during the consultation and it intends to announce the next steps shortly. I know that that response has been promised by the end of the year, before which I note that there are only three weeks left. I will allow noble Lords to draw conclusions from that statement.

I shall set out the scale of the challenge and what we have done to date. The noble Lord, Lord Hanningfield, reminded us of the history. Fifty years ago, a tunnel was opened between Dartford and Grays. Today, the Dartford-Thurrock crossing comprises two tunnels and one bridge which carry about 140,000 vehicles daily across that part of the River Thames. The noble Lord, Lord Hanningfield, basically said that they carry much more than they were designed to carry. They were designed for 135,000 vehicles, so they are definitely over that, but there is a little comfort in knowing that the current level is not hopelessly over. Of course, we recognise that this is a crucial part of the strategic road network linking London, Kent and Essex, as well as international destinations, with the rest of the UK.

In addition, the existing crossing is located in the area known as the Thames Gateway, which, as the noble Lords, Lord Hanningfield and Lord Berkeley, pointed out, has very ambitious plans for redevelopment and growth, which we obviously want to promote. The noble Lord, Lord Davies, gave us a very personal experience of surviving congestion at the Dartford-Thurrock crossing. I shall think of him and his son trying to decide which of them would be able to get through to the other more easily because the traffic was flowing northbound or southbound but not the other way.

[Lord Davies of Oldham]

Anything more sophisticated than the toss of the coin would be an advantage.

[Baroness Kramer]

I think a lot of forecasts are as accurate as tosses of the coin. Let us see what we can do about this. Journey time reliability is important, and this is consistently one of the worst performing links in the strategic road network. We think it is going to get better, not worse.

Successive Governments at national and local level have commissioned studies on congestion and possible new river crossings. The most recent report for the department, done in 2009, identified short and medium-term measures to improve traffic flows. It also concluded that a new crossing is needed in the long term and shortlisted potential locations: option A, at the existing Dartford-Thurrock crossing; option B connecting the A2 with the A1089; option C connecting the M2 with the A13 and the M25 between junctions 29 and 30; and a variant of option C connecting the M2 with the A13 and the M25 and additionally widening the A229 between the M2 and the M20. From the start, this coalition Government have been determined to act and promises made as early as the first spending review in 2010 are now being realised.

Next year will see the introduction of free-flow charging. That will please the noble Lord, Lord Davies. I know he has been waiting for that. Motorists will no longer stop at each end of the crossing to put money into a slot machine or hand it to an attendant. Believe it or not, getting this technology right has not been quite as easy as it sounds, and nobody wants to install a technology, have it go wrong and create that kind of inconvenience. Although it was hoped to bring it in late this year, it will now be coming in 2014. I believe October is the target date.