Transport Management: Kent

John Hayes Excerpts

Wednesday 11th March 2015 Westminster Hall

[The Minister of State, Department for Transport (Mr John Hayes)]

I have not served under your stewardship very frequently, Mrs Main, so it is a particular delight to do so, certainly for me; I hope it will be for you, as well. It is also a pleasure to respond to the debate secured by my hon. Friend the Member for Dover (Charlie Elphicke). We have met a number of times about Kent issues, including about the port of Kent, which is closely connected to our considerations today. We have also met about road traffic issues in Kent. He is right to draw attention to the meeting I held with a number of Kentish Members, including him and my right hon. Friend the Member for Ashford (Damian Green), who is in his place.

Ruskin said:

“The highest reward for a person’s toil is not what they get for it but what they become by it.”

In those terms, the assiduity of my hon. Friend the Member for Dover—his labour in representing the interests of his constituents—has turned him into a powerful advocate, an impressive campaigner and a sagacious voice in this House. I listen to him carefully about all such matters.

Before I respond to the specific points my hon. Friend has raised, it is perhaps worth me setting those comments in the context of the Government’s wider view about the strategic road network. I will speak about the questions he has raised, and I think I have good news for him, but I do not want to deliver that until the end of my speech, because otherwise I will blunt the excitement that is already beginning to percolate through the Chamber.

Let me instead say a few words about a subject that is almost equally as exciting—there are those who would say it is more exciting, but I am not prepared to say that in a debate on Kent, which, as my hon. Friend and others know, is very dear to my heart. The strategic road network matters for all kinds of reasons. Its strategic importance can barely be overstated. The arterial routes by which goods are moved around and businesses do business are vital to our economic well-being and to the success of our long-term economic plan, to which he drew the Chamber’s attention. Less frequently argued for, although of equal importance, is the effect that our roads have on societal interests—communal well-being and individual opportunities. The ability to get to where we need to go, whether for jobs, for public services or simply for recreational travel, plays an important part in all our lives and can enhance them or do the opposite.

Traffic congestion and any compromises on road safety do damage, so it is vital that the Government take seriously the considerations that my hon. Friend has brought to our attention, and also take seriously our duty—I use the word advisedly, as it is more than a responsibility—to plan carefully for the development of our strategic road network.

I think I can say without hyperbole that this Government have done exceptionally well in those terms, with the biggest road building programme of my adult lifetime—that illustrates how very young I am—and a strategic plan that in scale and character is genuinely impressive. There has been investment of £15.3 billion with schemes across the country that, when gauged in cost-benefit terms, on an empirical basis are as impressive as anything we have ever seen, and money following that strategy.

To forward-commit funds to a road investment programme of this scale is not something that Governments have typically done. Our statement of 26 June 2013 announcing the conclusion of the Government’s 2013 spending review made it clear that there would be a step change in road investment. Our more recent work, at the end of last year, with the publication of our road investment strategy, gave life to that investment plan. The plan will take us through to 2020-21, deliver improvements and put us on a path to achieving our long-term vision.

The scheme to improve our major roads will have a long-lasting and wide-ranging effect, but, as we discussed when we debated the Infrastructure Bill, which I was honoured to take through the House, I was determined that the Government should amend their thinking—I like to bring fresh thinking to all the jobs that I do in government—to include a legislative requirement to take into account route strategies. They should take into account the plans of local highways authorities for the roads that adjoin the main arterial routes in places such as Kent, Lincolnshire and elsewhere, because it seems to me that we can improve the major roads, but unless we take account of the roads that feed them and that are fed by them, the character of the investment and the nature of the improvements that I have described will not be fully realised. So, it is through the route strategies that we will ensure there are operational investment priorities for all routes on the strategic road network, which are consistent and coherent in as much as they involve those more local plans.

The Kent corridors to the M25 that encompass the area we are discussing, for the period up to March 2021, will be included in the strategy. The Highways Agency published a set of evidence reports developed directly from the work that we have done, and a number of routes in Kent are being considered as part of that work. Those studies are being finalised, and the Highways Agency aims to publish the second part of the route strategy shortly, which will include a number of schemes in Kent.

As part of the spending round in June 2013, the Government committed to funding the M20 junction 10A scheme, subject to finalisation of options and agreement being reached on developer contributions. The existing M20 junction 10 south of Ashford, as my right hon. Friend the Member for Ashford knows, suffers from congestion and delays, especially in peak periods, mainly due to conflict between strategic and local traffic. That is precisely why the relationship between the route strategies and our road investment plan is so vital. Improved access to and from the motorway via the proposed junction 10A is seen as a key part of delivering the proposed development in Ashford. As my right hon. Friend has made clear a number of times, the development in Ashford, which is substantial—31,000 homes and 28,000 jobs—will, under the local plan and the growth area agenda, lead to significant extra demand on the road network there.

In November, we changed the charging method of one of the worst performing parts of the strategic road network anywhere in the country, the Dartford-Thurrock crossing, leading to an immediate improvement in the performance of the crossing. I know that this is only a medium-term measure to alleviate the congestion that previously afflicted the crossing. In the longer term, a new Lower Thames crossing is needed to provide additional capacity. Without going into detail, the House will want to know that we are considering options. We are listening to local stakeholders, and we will say more about that in the next Parliament when the Government, led by my right hon. Friend the Prime Minister, and in which I will play a central and vital role, will, I hope, be able to put into operation an exciting new scheme there.

My hon. Friend the Member for Dover raised specific issues and I will deal with them in the way that he asked me to. He has, as other Kentish MPs have, made a strong case for Operation Stack. When Operation Stack is in place, great disruption and inconvenience are caused to the citizens of Kent, and we need to find a long-term solution. I hear what he and my right hon. Friend the Member for Ashford say about there not being a single solution. There is a strong argument for a series of measures across the county, which alleviate the congestion that arises from those occasional but none the less important happenings that were described.

When I had the meeting that included my hon. Friends the Members for Dover and for Chatham and Aylesford (Tracey Crouch), the point was made to me that a regional solution was required precisely because the reverberating effect—the ripple effect—was so significant. Any solution must include managing the traffic better and minimising the effects of traffic as increased numbers of vehicles use the network. The proposal that my hon. Friend the Member for Dover makes regarding the use of Stop 24 in Folkestone as an advance check-in for Dover port is interesting and it will be given further consideration. I give him that undertaking today.

I recognise that Operation Stack must be a last, not first, resort and that the solutions are likely to include a mix of private and public sector actions. I commend all parties involved in this work for taking on this difficult task. I expect the public to see a real difference in the coming months and weeks. The issue has plagued the people of Kent intermittently for many years, and the Government have resolved to ensure it is addressed.

However, Operation Stack is a last resort, not a first resort. I want to see long-term solutions proposed and steps taken to prevent Operation Stack from being needed in the first place. The Government recognise the value of the port of Dover and Eurotunnel to the national and local economies, but we need to ensure that the communities of Kent are not inconvenienced by them. Those involved need to understand that, too, as my hon. Friend the Member for Dover suggested.

I will deal now with the exciting news that I promised. In principle, the Government could, through a traffic order, support any request made to Kent county council to introduce a clearway along the A20. That is something my hon. Friend has asked for. He made his case responsibly and clearly, and it is something I am keen to take forward. I understand that the A20 is a Highways Agency road, not a Kent county council road, and it would put the traffic order in place. However, I have been advised that the creation of a clearway would not necessarily solve all the problems of traffic queuing on the A20.

On the advance check-in lorry park at Stop 24, as my hon. Friend has suggested, this could be done through revenue raised through the HGV road user levy. I am not a great supporter of hypothecation, as I know he is not, either, because we have talked about that on other occasions in other forums. None the less, I think we would need the Department to take action alongside, as he has also suggested, the port and ferry companies to develop a funding strategy for investment in traffic management in the Dover area. We will continue those discussions, but I think we will do more than that.

As my hon. Friend says, we need to look at IT systems. We certainly need to look at lorry parks, and I will ensure that the various groups looking into the issue of traffic management in Kent take his proposal into close consideration. I am prepared to make funding available for this. I will say more than that. There are additional measures emanating from a different Department, which will have an effect on traffic movements in the near term, so we cannot afford to let the grass grow under our feet. We need a solution that will ensure that those additional measures that emanate from Government do not have a deleterious effect on the interests of the people of Dover and other parts of Kent, or on other people using the port.

We will introduce further proposals as a direct result of those considerations—stimulated by this debate, inspired by my hon. Friend’s commitment, informed by him and other Kentish Members—to address the issues, and I plan to do so before the end of this Parliament. I put this on the record: we will introduce those proposals in good time, in good order and in good shape.

WB Yeats said:

“Do not wait to strike till the iron is hot; but make it hot by striking.”

My hon. Friend described me in extremely complimentary terms—perhaps even more complimentary than I deserve—but I am the kind of Minister who makes the iron hot by striking.

Question put and agreed to.