M25: Dartford

Charlie Elphicke Excerpts

Monday 14th November 2016 Commons Chamber

[Mr Holloway]

I completely agree. There is no solution if it adds to the problems faced by the people of Dartford and Thurrock. I shall come back to that.

[Charlie Elphicke (Dover) (Con)]

As a slightly dispassionate observer from the other end of the county, in east Kent, it seems to me that there is a need for new capacity across the Thames. Does my hon. Friend agree that, as a matter of principle—irrespective of the location—there must be a new crossing?

[Mr Holloway]

Absolutely—100%. A few months ago, I had Mr Potts of the Highways Agency in my office, and I got quite heated with him. I got him to admit that, however many crossings he built to the east of the existing crossing, he would at some point have to come back and fix the M25 at Dartford. It is possible to fix the problems of the M25 only if they are fixed at Dartford. Let me explain why.

There are several different types of traffic that all meet in the congested area between Dartford and Thurrock. First, there is what we could call national long-range traffic. Secondly, there is the regional traffic off the A14 in Essex and off the A2 in Kent. Thirdly, there is the local traffic—people going to hospital appointments or collecting children from school on either side at the exits in Dartford. The problem is that those three different categories—fast, long-range traffic to someone doing the school run—collide at Dartford and, into the mix, we also have to throw heavy goods vehicles and dangerous goods vehicles, as well as a huge amount of freight that comes in from the constituency of my hon. Friend the Member for Dover (Charlie Elphicke).

If we want to fix the problem at Dartford, therefore, we have to find some way of separating those three different types of traffic. As I have said, there were originally a number of options, including option A at Dartford, but none of them, including the current option C, meant new roads to connect one bit of the M25 to another.

[Mr Holloway]

I thank my hon. Friend for that. I am about to provide an even longer list of people who are in favour of option C, so I shall answer his question then.

[Charlie Elphicke]

My hon. Friend said he agreed that there must be a crossing somewhere. Wherever that crossing goes, does he agree that it should not simply plug back into the M25, but that there needs to be a join-across to the M11, so that there can be a corridor through to the north of the nation?

[Mr Holloway]

Yes. There is only one real option now— option C—but I think that if option A were accepted that should be the case, and, indeed, the same would apply to any of the other options, historically.

[Charlie Elphicke]

Will my hon. Friend give way?

[Mr Holloway]

Yes, once more.

[Charlie Elphicke]

I thank my hon. Friend. This is my last intervention.

Does my hon. Friend agree that if we are not to make this some glorified M25 relief road, but a route from the channel ports to the north of the nation, we ought to upgrade the A2 as well?

[Mr Holloway]

Again, I completely agree with my hon. Friend. I also think that it is crazy for all those freight trains to offload at Ashford when they could easily trundle on for another two hours and be well north of the affected area.

--- Later in debate ---

[Mr Holloway]

As I have suggested, I have very little confidence in Highways England’s numbers, and that was underlined for me by the meeting a couple of weeks ago where the guy said with a straight face that 12% of the traffic was through-traffic. I will come on to this in a minute, but the benefit-cost ratios are almost changed to fit whatever crisis Highways England has been having at a particular point.

So the crossing to nowhere, east of Gravesend, would reduce the traffic at Dartford by 14% when built. Apparently, it would also reduce by about 25% the number of trucks coming up from Dover at the existing crossing. However, that is nothing compared with the benefits of a long tunnel completely bypassing Dartford and Thurrock. Highways England’s sham consultation does not even mention a new crossing at Dartford; it mentions only option C.

My hon. Friend the Member for Dartford has pointed out that the only people who now seem to be against option C are those who live in the areas that would be affected by it, or Members such as my hon. Friend the Member for South Basildon and East Thurrock (Stephen Metcalfe) and myself, who represent people who will be affected. I have here a list of the people and organisations who want this new road to nowhere. It is a formidable list, and it includes: Highways England; Kent County Council; Essex County Council; the South East local enterprise partnership; Dubai Ports World London Gateway; the Claridon Group; Ebbsfleet Development Corporation; Kent Invicta chamber of commerce; St Modwen Properties; the Port of Dover; London chamber of commerce and industry; the Port of Tilbury; Essex chamber of commerce; intu Lakeside; the Port of London Authority; London Southend airport; Eurotunnel; Kent Developers Group; Navigator Terminals; Glenny LLP; and Cogent Land LLP. Annoyingly, the list also includes the Freight Transport Association and the Road Haulage Association.

Kent and Essex County Councils—and, indeed, all those others—have, quite understandably from their perspective, leapt at the opportunities for economic growth offered by a crossing east of Gravesend. However, the group of people that no one has been thinking about is the road users. They are the ones who will actually have to drive on the M25 over the next few decades.

[Charlie Elphicke]

That is a formidable list, and my hon. Friend has mentioned road users such as the Road Haulage Association and the Freight Transport Association. Given the length of his list, is it not possible that this might actually be the best location, even though it might prove difficult for him and his constituents?

[Mr Holloway]

I will say more about my constituents in a moment. One reason that I read out the list is that this could become yet another great disconnect between the political and business classes and the ordinary people—not that we need much reminding of such things, given recent events in the world. The message has not yet got out to the users of the M25, but at some point it will. They are the people who will be most affected by this proposal. It was a big disappointment to me that road hauliers support it, because I was pretty sure that they would come on side, given that it is very expensive to have a truck sitting idling in traffic for hours and hours. My worst experience of that lasted about two and half hours, and anyone else listening to this debate will have their own memories of such nightmares.