Lower Thames Crossing

Stephen Metcalfe Excerpts

Tuesday 14th January 2014 Westminster Hall

[Jackie Doyle-Price]

My hon. Friend pre-empts much of what I was about to say. I completely agree with him. That is really the mistake in the present options before us—to be honest, they are just lines on a map. They are sticking plaster, informed more by cost than by what is in the best interests of developing a sustainable road infrastructure that will actually meet the needs of our growing economy. We all have great ambitions for the Thames Gateway as a powerhouse of economic regeneration, but they will not be realised unless we have adequate road infrastructure in place. That means developing a new lower Thames crossing much further east so that we open up the whole of south Essex and north Kent to new opportunities.

My hon. Friend the Minister will be aware that the two options still under consideration both go through my constituency, but I must say that my objections are not based on nimbyism. My reasons for opposing them relate entirely to the resilience of the road network, by which I mean both the local and the strategic road network. On the local network, Thurrock is a major logistics hub with substantial port infrastructure, so a functioning road infrastructure is crucial to our continued economic success. I advise the Minister that the problems caused by traffic congestion are without doubt the biggest issue in my postbag. I hear from not just residents, but businesses, and they tell me that it is costing them jobs and business.

I am concerned that although the Highways Agency will advise the Department for Transport about the effect on the national road network, insufficient consideration has hitherto been given to the impact of either option on the local road network. I am sure that my hon. Friend the Member for Dartford (Gareth Johnson) agrees with me. The reality is that either option A or C—the two still under consideration—would have a critical impact on Thurrock’s local network.

[Stephen Metcalfe (South Basildon and East Thurrock) (Con)]

I congratulate my hon. Friend on securing such an important debate. She is talking about the resilience of the road network and the economic potential of south Essex. Of the two remaining options on the table, A and C, does my hon. Friend agree that as well as not addressing or helping to deliver the full economic potential of south Essex, option C would also have an incredible environmental effect by dividing an established rural community and wrecking one of the most significant remaining rural parts of south Essex.

[Jackie Doyle-Price]

My hon. Friend is entirely right to identify that environmental impact of option C, which is perhaps the biggest barrier to that option. In addition, option A would have a significant effect on air quality. Taken together, both of those impacts—we are talking about serious environmental damage—show that we are looking at the wrong options.

I would like to say a little more about option A, which, as my hon. Friend the Member for Dartford said, is at the site of the existing Dartford crossing. I understand the Highways Agency’s reasons for recommending option A—I have been down to the control room.

--- Later in debate ---

[Jackie Doyle-Price]

I will resume my critique of option A. As I was saying, it is the Highways Agency’s preferred option, due to the current challenges of managing traffic flow into the tunnels. However, as things stand, Thurrock routinely experiences gridlock whenever there is an incident at the Dartford crossing, and that would only get worse if option A was chosen. To give an example, over the Christmas period, the bridge was closed on three occasions due to high winds. Those in my constituency who live inside the M25, including myself, are totally cut off when such incidents take place. The traffic conditions are utterly miserable. On 23 December, it took me 105 minutes to travel two miles between Lakeside shopping centre and my house. Dartford crossing may be part of our strategic road infrastructure, but when things go wrong, it has a great impact on the local road network in Thurrock. To add insult to injury for the local users who crossed via the tunnels, the tolls continued to be levied during the disruption, after many commitments that at times of serious congestion they would be lifted.

The Minister will also recall the security incident that took place last September, when both the bridge and the tunnels at the Dartford crossing were closed. The disruption that that caused illustrated clearly how dependent the road network is on that one crossing, which makes the argument strongly that any new crossing should be not at that location but at a new one. In my view, the interests of the strategic road network would be best served if we considered creating a new outer ring road to complement the M25. That brings me to what is wrong with option C, which would link up on the north side with the M25 and the A13, which is already severely congested.

Another issue with option A that the Minister should reflect on arises from representations made to me by Vopak, which has a fuel terminal sited just east of the Dartford crossing. Vopak has advises me that if option A were to be built, it might require the closure of Vopak’s West Thurrock terminal. That would have serious implications for the resilience of the fuel supply to London and the south-east. That is the final nail in the coffin of option A—I hope.

I am aware that option C has generated considerable support from the local enterprise partnership, not least because it is also supported by Essex and Kent county councils. To be fair to Kent, it has developed its own vision of how the road network should look on the south side, but, unfortunately, that type of thinking has not really been done on the north side. As I have said, the result is that there would be greater burdens on the M25 and the Al3, so, for me option C is not the answer.

I remind the Minister that at the time of the 2009 study, there were two further options, D and E. I believe those options might lead to the creation of a proper new orbital road, which would add significantly to our road transport infrastructure, but it appears that they have been ruled out on the basis of cost. Dare I say to the Minister that that is a false economy? Sooner or later, we will have to build a new outer ring road, particularly if we are to realise the economic potential of the Thames Gateway. It is also worth bearing in mind the additional connectivity of the eastern region that such a road would create. It would add to the connectivity of Stansted airport, which would help us to deal with our aviation capacity challenges. In particular, option D—a crossing at Canvey—would allow connectivity with the Al30, which is a very under-utilised road.

I am very aware that what I am suggesting would slow down the timetable for the new crossing, but it is really important that we get the right solution to this problem and that we do not just apply a sticking plaster.

[Stephen Metcalfe]

My hon. Friend is making some powerful points, particularly about option C. To maximise the potential for future growth in south Essex, does she agree that looking again at options D and E would also allow us to make the most of Southend airport, which is now a growing hub and making great strides in providing additional airport capacity? Now, if someone wants to get to Southend, they have to come all the way to the M25 and then go out along the A13. A new outer ring road might start to address that problem.

[Jackie Doyle-Price]

My hon. Friend makes an excellent point that illustrates again the importance of looking at transport issues not just in terms of rail, roads, or airports, but in terms of the whole picture. Let me remind those people just down the river at city hall who talk about a Thames estuary airport that we already have one at Southend. It is very popular with my constituents because going there is almost as nice an experience as going to London City airport—you will know that, Mr Streeter, if you have ever used it. If you are flying short-haul, I recommend that you use Southend. My hon. Friend is entirely right about that.

I am really disappointed about this entire debate. I congratulate Kent county council on the work that it has done. It has taken the 2009 study and used it as a prompt to develop its vision of what it needs for its road network, so it is very disappointing that that type of thinking has not taken place on the north side of the river. Essex county council and Thurrock borough council should hang their heads in shame, because we are now on the back foot as we respond to these proposals. In 2009, the highways engineers of those two authorities should have sat down and come up with a sensible solution. Actually, there is evidence that Southend council is starting to do that—as my hon. Friend pointed out, the council is recognising the opportunities, with its growth strategy based around the airport. Nevertheless, all this shows that communities can be very badly let down by poor leadership of their local authorities. We are now having to respond to decisions that are being made without being at the table, and that is regrettable. However, never say die. Both my hon. Friend and I are loud in being champions for our communities, so we will try to shift the agenda ourselves. Having said that, it is rather difficult, because—as I have said—we are on the back foot.

I make a real pitch to the Minister please to look again at option D, a crossing at Canvey. Look at how that crossing would connect with the A130 and look at the impact that the other options would have on the M25 and A13. I must point out that the A13 is only dual carriageway after Tilbury docks, which again shows the weakness of Essex and Thurrock councils in responding to the road traffic infrastructure challenges facing them, to which they should respond more strongly if we are to maximise our economic competitiveness. I know that what I am suggesting will slow things down, but I implore the Minister to bring to this issue the long-term vision and thinking that the Department for Transport has brought to aviation and particularly to rail, including the development of High Speed 2. I say that because this project is an investment that will bring more bang for the Department’s buck.

In closing, I thank the Minister and the Department for responding positively to the requests that we made locally for investment in junction 30 of the M25, which will go a long way to help tackle the problems affecting the M25. I also thank him for the concessions that he has given the residents of Dartford and Thurrock for use of the Dartford crossing, which are very welcome and have gone down well. The Department has always engaged very openly with representations made to it, and I hope that he will reflect on the representations that have been made to him today in the same spirit.

I will put one last thought into the Minister’s head. The options before us are based on bridges and tunnels, but if we are to take a longer-term view, an interim solution may be needed. I simply point out that the Woolwich ferry carries a million vehicles a year. Perhaps we should look at the potential of ferries to boost crossing capacity on the Thames.

--- Later in debate ---

[Mr Goodwill]

The Government are well aware of the brake on economic development in my hon. Friend’s constituency and others in the area caused by the congestion at Dartford.

At the first spending review in 2010, we promised to introduce measures to tackle congestion at the crossing in the short to medium term. Indeed, autumn this year will see the introduction of free-flow charging on the Dartford-Thurrock crossing, as my hon. Friend the Member for Thurrock mentioned: motorists will no longer stop on the crossing to put money into a slot machine or to hand it to an attendant. We also committed to reviewing the options for a new crossing. Subsequently, the national infrastructure plan 2011, which identified a lower Thames crossing as one of the Government’s top 40 infrastructure projects, added a commitment to consult on those options. My Department has fulfilled both those commitments, and following the review of the options shortlisted by the 2009 study, the Department consulted the public from May to July 2013.

Knowing that our decision on the new crossing will affect many different interests, we engaged with the public in a variety of ways. In addition to online communications, both the Minister and officials met interested parties in a series of briefings, meetings and public information events. Numerous members of the public took advantage of opportunities to speak with officials to ask questions or raise concerns. In all, the Department recorded and analysed more than 5,700 responses to the consultation. The consultation feedback has confirmed that opinion is divided both on the need for a new crossing and where to locate it, and 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.

[Stephen Metcalfe]

I am grateful to the Minister for giving up his valuable time. Has his Department at any point considered the capacity of the M25 as a whole and whether that will need expansion at some point? We have already moved to four lanes in some areas, but if at some point in the next 50 years we need an outer ring road or outer link road, so that people are not all using the M25, regardless of the crossing, would it not be worth reconsidering options D or E, or a variant thereof, and putting in place the most expensive part of the infrastructure of an outer ring road at this point in the investment cycle, rather than waiting to look at it again at some point in the future?

[Mr Goodwill]

I understand my hon. Friend’s point. Indeed, the Department is currently considering what further improvements may be needed on the M25, A282 and A13 to ensure that, when we address the bottleneck at the crossing, we do not push the congestion north and south to other parts of the M25, which is already a very congested road.

A number of consultation responses requested that we reopen other options previously rejected. Some, like my hon. Friend the Member for Thurrock, advocated options further east downstream, while others advocated options further west within London. However, given the Government’s objectives for the crossing, as set out in the consultation, 1 am not convinced there are any reasons that would justify reopening previously rejected options. I am sorry to disappoint her. Further information about the consultation feedback is set out in a consultation response summary published online by my Department alongside the Secretary of State’s announcement last December.

That brings us to the point we have reached in determining where to locate a new lower Thames crossing. As I said at the beginning, we have narrowed down the options and are obtaining further advice on points raised during the consultation in order to weigh up the relative merits of the remaining options. In pursuing further advice, I am listening to concerns expressed by respondents to the consultation. Specifically, I am seeking more information, first, on the scale of further improvements that may be required on the M25, A282 and A13. Secondly, I am seeking further information on potential implications for compliance with national and European air quality targets. Many hon. Members will have seen the coverage of our planned improvements to the A1 in South Yorkshire and Derbyshire, where we are having to take measures to reduce the speed of vehicles to reduce the pollution, particularly nitrogen oxides, that puts us in danger of breaching those targets. Thirdly, I am seeking more information on the scale of mitigation that may be needed to avoid impacts on protected habitats.

I make it clear that we have no plans to consult on additional options. The options we are still considering for a new lower Thames crossing are: option A, at the existing Dartford-Thurrock crossing; option C, connecting the M2 with the A13 and the M25 between junctions 29 and 30; and the option C variant that would additionally widen the A229 between the M2 and the M20.