Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 13th June 2019 Commons Chamber

[Ms Ghani]

There is a £300 million step-free access programme. I do not recognise the hon. Gentleman’s complaint, because 73 further stations were identified in Scotland to get step-free access between 2019 and 2024.[Official Report, 17 June 2019, Vol. 662, c. 1MC.]

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

Stanford Coachworks in my constituency is a small, successful engineering business, building minibuses and luxury coaches. However, before its vehicles can be deemed roadworthy, they need to be inspected by the Driver and Vehicle Standards Agency. At present, the availability and frequency of tests falls well below the demand, threatening the viability of the business. Will my right hon. Friend agree to meet me, so that I can explain this in detail and we can see what can be done to improve the situation?

[Chris Grayling]

We will certainly arrange a meeting for my hon. Friend with a Minister—either me or the roads Minister—to address the issue. I should say that this does appear to be a problem in his area, rather than one that is universal around the country, but we do not want to see any business suffering as a result, and we will certainly work with him to address the problem.

Seaborne Freight

Stephen Metcalfe Excerpts

Tuesday 8th January 2019 Commons Chamber

[Chris Grayling]

I am not sharing, nor is it my responsibility to share, the company’s commercial information. I simply remind the hon. Gentleman that no money will change hands unless the company is running this service. That seems to me to be the best possible protection for the taxpayer’s money.

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

Will my right hon. Friend expand on the discussions he has had with the management team and what expertise and experience they are bringing to the table to operate this service?

[Chris Grayling]

My officials have had detailed discussions with the management team and have gone through their plans in detail. My hon. Friend might have seen the article in Lloyd’s List, which has also been shown the business plan and gave it a thumbs-up as being a viable option. This is a team of people who have experience in this industry and who we believe will deliver this service, but of course they will be paid only if they do so.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 22nd November 2018 Commons Chamber

[Jesse Norman]

I wonder whether the hon. Gentleman might want to look at a wider range of sources than just the Asphalt Industry Alliance for his information about the use of asphalt in filling potholes, but the issue is a serious one. He will know that I have made clear my interest not merely in an in-year road settlement of £420 million for potholes, which the Government have just passed and which is highly welcome, but in a more strategic approach to local roads funding over the next five years.

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

5. What steps his Department is taking to encourage more girls and people from ethnic backgrounds to pursue a career in engineering.

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

My Department launched the Year of Engineering to increase the number and diversity of engineers across the UK and to address the engineering skills gap. I am indebted to my hon. Friend for his tireless work as he criss-crossed the country, working with 1,400 partners to help us to deliver 1 million experiences to young people in his role as ambassador, or envoy, for the Year of Engineering, focusing particularly on girls and people from ethnic-minority backgrounds.

[Stephen Metcalfe]

Over the past year, I have been greatly encouraged by the reaction that I have seen from young people as they come into direct contact with inspiring engineers from all backgrounds. Does my hon. Friend share my commitment to finding a way to carry on the good work of the Year of Engineering, so that we can continue to push the message that engineering is open to everyone, regardless of background, ethnicity and gender?

[Ms Ghani]

Absolutely. We are building on the legacy of this year, working with organisations ranging from Siemens, FIFA and Apple to the Science Museum, and we are committed to building on that work so that even more young people understand and appreciate the success of a career in engineering.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 5th July 2018 Commons Chamber

[Chris Grayling]

We have already modernised the line from Liverpool to Manchester and we are about to start a £3 billion modernisation of the railway line from Manchester to Leeds to York, so I make no apology to the people of the north for the fact that we are spending £3 billion on upgrading their railway line when the Labour party, when it was in office, did absolutely nothing.

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

As we reach the halfway point through the Year of Engineering, will my right hon. Friend join me in thanking all those who have joined the campaign so far and encourage those who have yet to get on board to join up and make 2018 the success I know it can be?

[The Parliamentary Under-Secretary of State for Transport (Ms Nusrat Ghani)]

I thank my hon. Friend for his question, especially as he is the ambassador for the Year of Engineering. We are working with 1,400 companies up and down the country to create 1 million interactions to encourage young people to take STEM subjects—science, technology, engineering and maths—and become engineers of the future.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 24th May 2018 Commons Chamber

[Chris Grayling]

That is very timely, because after this Question Time session I am going to meet a number of organisations that are interested in participating in this project. As the hon. Lady knows, we are going to deliver a massive improvement to service access around Heathrow. Western access will be delivered through the control period 6 process, and I aim for southern access to be a privately funded project. This has enormous potential to link not just Waterloo to Heathrow but to link parts of the south-west network through Heathrow on to Paddington.

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

As my right hon. Friend will know, 2018 is the Year of Engineering. As my local contribution to that, I am organising an engineering showcase in Basildon town centre on 14 July. Will he encourage other Members to consider doing a similar thing in their own constituency? May I also invite him to come and join us to celebrate all the fantastic engineering going on in Basildon?

[Chris Grayling]

I am really grateful to my hon. Friend for the work he is doing as our ambassador for the Year of Engineering. He is a tower of strength in making this a successful year. We have hundreds of firms involved around the country, and I encourage other Members to take advantage of what he is doing and to lay on an event for new students in their constituency this autumn, as I will. This is a great opportunity to unite the whole House in saying that engineering is a great profession and we need more young people to go into it.

Automated and Electric Vehicles Bill

Stephen Metcalfe Excerpts

2nd reading: House of Commons & Ways and Means resolution: House of Commons
Monday 23rd October 2017 Commons Chamber

[Mr Hayes]

I agree with every word of that, except that my hon. Friend should have said further enhanced, rather than enhanced.

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

My right hon. Friend is right to put safety at the heart of his speech. Even with autonomous vehicles there will, unfortunately, still be the occasional accident, but one advantage is that if the circumstances of such accidents are known, they will be shared across the entire network. We will not all have to learn individually from our mistakes; we will be able to learn collectively, and that will be of benefit. However, when a decision is made by an autonomous vehicle, there must be a way to challenge it. As part of the Bill, it might be very useful to put some transparency into the algorithm process.

[Mr Hayes]

The aim of the Bill is to create the greater certainty that is, as several Members have said, necessary for further developments. As I will explain in a moment, when I get to the main thrust of my contribution, we focused mainly on insurance. That is because we were told by the insurance industry that it was essential to establish absolute clarity about the framework for the development of a series of insurance products. The Bill sets out that framework. Those who recall the previous discussions on the matter, and who have studied the record, will know that the insurance industry has widely welcomed our endeavours in that respect. I have the Hansard here, but I would tire the House unduly if I merely read out that which Members already know. In essence, the Bill creates greater certainty about the development of insurance products, to put at rest any doubts that might have prevailed.

--- Later in debate ---

[Mr Hayes]

I do not know whether the hon. Gentleman has had early sight of my speech—if he did, he is even more remarkable than I regarded him previously—but I was about to come on to the principal reasons people cite for not buying electric cars. The first is the up-front cost, which will of course come down as volumes grow. As he will know, the Government already contribute considerable amounts of money—again, I will speak a bit more about that later—to offsetting some of that cost. The second is battery reliability, and people’s doubts about the technology that is driving electric vehicles. The third is the charging infrastructure, as he described, which is precisely why the Bill addresses that point. It is vital to put in place a charging infrastructure that is widely available and consistent, and that works. He described the circumstance in which someone who might otherwise have bought an electric vehicle is put off from doing so because they are not confident that the infrastructure is as good as it should be, and that is precisely why the Government are addressing this matter in the Bill. We have the chance to debate it tonight and beyond tonight during the Bill’s consideration.

[Stephen Metcalfe]

Will my right hon. Friend give way?

[Mr Hayes]

I will give way to my hon. Friend once more, but I will then, if I may, make a little progress.

[Stephen Metcalfe]

While the Minister is talking about the Government’s commitment to this area, will he remind the House about the £246 million they are investing in battery research through the Faraday challenge? That is a serious investment towards solving some of the challenges, and it should reassure people that we are serious about this matter.

[Mr Hayes]

Yes. I will not amplify that extremely well-made point except to say that my hon. Friend is right that each of the three objections cited are likely to be dealt with, in one way or another, over time. Some will be dealt with by the industry concerned, some will be dealt with by changing market circumstances and some will be dealt with by the sagacious and pertinent behaviour of the Government. It is with both sagacity and pertinence that I will now continue my short—some may say, all too short—introduction to the Bill. Some may not actually say that, but I prefer to side with those who do, so let me continue.

We certainly need to improve the UK’s charging infrastructure to ensure that we remain at the forefront of these developments into the future. Hon. Members will know that, as we have begun to debate tonight, the Government have set the goal that nearly all cars and vans should be emission-free at the tailpipe by 2050. That means less pollution and more clean air. I am disappointed that the hon. Member for Brighton, Pavilion (Caroline Lucas) is not in the Chamber because I was going to say that this is not about a preoccupation with some high-flown theory about what the climate may look like in hundreds of years’ time. It is about having clean air now—the air our children are breathing in cities—and the particular material that affects human health day in, day out. That is why it is imperative we take action, and we are determined to do so. I am not prepared to have my sons, who are in the Gallery tonight, breathing air that is less clean than it ought to be. I want the same for them as I want for every other young person: to live in a cleaner world with fresher air, which is better for their health and their futures.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 19th October 2017 Commons Chamber

[Jesse Norman]

I fully recognise the concern. As the right hon. Gentleman will know, the Department is being very careful. There will be no rapid over-enforcement. We will give people as much chance as possible to show that their activities are not commercial in the required sense. We will launch the consultation later this autumn and then take it from there.

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

In the same vein, I recently met Basildon community transport, which expressed grave concerns and is already pointing at a neighbouring community transport operator closing because of the uncertainty. Will my hon. Friend agree to meet me, Basildon community transport and the Community Transport Association to clarify the situation?

[Jesse Norman]

Yes, of course. I have met the Community Transport Association to discuss this at length, as my officials have been doing for some time, and other community transport entities. I would be delighted to meet my hon. Friend and his constituents.

Dartford Crossing: Congestion

Stephen Metcalfe Excerpts

Wednesday 7th December 2016 Westminster Hall

[Gareth Johnson (Dartford) (Con)]

I beg to move,

That this House has considered congestion at the Dartford crossing.

I am pleased to have secured this debate. I appreciate that the arguments have been made in the House on a number of occasions in the past couple of years, but until Dartford is relieved of the threat of another crossing, I will continue to lobby the Government to locate the new lower Thames crossing away from Dartford to the east of Gravesend, which is option C.

The Minister is aware that the decision is keenly awaited. We all want it to be made swiftly, primarily so we can get on with building the crossing and have some alleviation of the congestion that Dartford suffers daily. Until the decision is made, I and others will continue to harass the Secretary of State for Transport and the Roads Minister.

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

I hope to make a contribution later, but first I want to say that I hear what my hon. Friend is saying loud and clear about a decision being made. However, surely he agrees that whatever the decision is, the Government must demonstrate that it will solve the original problem: congestion in Dartford and at the Dartford crossing.

[Gareth Johnson]

I totally agree with my hon. Friend. Option C, which Highways England prefers, would do exactly what he says. A significant proportion of the congestion—more than the 14% that is often quoted—would be moved from Dartford and, more importantly, a choice would be provided for motorists. At the moment, drivers, particularly of freight vehicles, have no choice and must use the Dartford crossing. Freight vehicles often cannot fit through the Blackwall tunnel, so must go to Dartford. If there is a problem on the approach to the Dartford crossing in Kent or Essex, freight and other vehicles cannot use the crossing, so there must be a choice and some resilience in the system, which is not there at the moment. It is clear that option C should be built, because of the choice it would give to motorists and the resilience it would provide that is currently not there.

It is in the interests not only of Dartford but of the whole country that we tackle this significant congestion problem. I submit that the approach to the Dartford crossing is the worst stretch of road in the whole United Kingdom. Not only does it have some of the worst congestion in the country, but to add insult to injury, drivers must pay to use it. They often pay to sit in traffic, which is why it is the worst stretch of road in the UK. The Department for Transport should deal with it as a priority.

No other stretch of road impacts so much on so many people. No other road has had a song released about it. You would rule me out of order, Mr Owen, if I quoted the lyrics of that song, but I am pleased to say that a cleaner version is now available on the internet should anyone want to download it. I think you get the gist of what the lyrics are likely to be. They illustrate clearly the frustration that many people experience when using the Dartford crossing.

No stretch of road in the country has such an impact on the local population as the approach to the Dartford crossing. When the M25 in my constituency is congested because of traffic on the A282 approach to the crossing, it paralyses the local town. It prevents children being picked up from school and people from getting to work and carrying out their business, and creates horrific pollution levels. It is killing people in the Dartford area.

It is worth looking at the accident figures for the A282 approach to the crossing. It is not just pollution that is having a detrimental impact on people’s health in Dartford; it is the accidents. During 2011-12, there were 79 accidents on the approach road. The following year, when the work started on the free-flow system, that number had increased to 143. In 2013-14, there were 318 accidents, double the previous number, and if that was not sufficient, from September 2014 to August 2015, it doubled again to 675. Last year, the combined figure for injury and non-injury accidents showed a reduction, which was pleasing, but still as high as 487. That is an horrific number of accidents in the area.

[Stephen Metcalfe]

I completely agree that the number of accidents my hon. Friend is describing is horrendous. What I cannot get my head around is how moving 14% of traffic—the figure may be disputed—away from the existing crossing will significantly reduce the number of accidents at that spot.

[Gareth Johnson]

It has been shown that capacity will increase by some 70% under option C. Highways England provided that figure, which illustrates clearly that option C would improve traffic and the problem of accidents at the approach. It is not just the volume of traffic that causes accidents; the poor road layout and the poor signage compounds the problem. We have seen a ninefold increase in the number of road accidents per year between 2012 and 2015, so better road signage and a better road layout are desperately needed to reduce the number of accidents at that location.

It is fair to say that we must plan ahead for the increase in traffic flow at the Dartford crossing. The tunnels were designed for 140,000 vehicles a day, but anything up to 170,000 use them daily and the laws of physics say there must be traffic issues. Traffic management must be looked at seriously, not just at the new lower Thames crossing and not just while it is being built. We must have better management of traffic flow and mitigate the problems affecting Dartford.

We should have been discussing this some 15 years ago. Road planning means planning ahead for problems that will exist in future. It is a brutal fact that nothing was done for so many years that, to all intents and purposes, we are playing catch-up and trying to deal with a problem in 10 years’ time when it is here today. We should be debating the opening of the new lower Thames crossing, but instead we are debating where it should be.

I return to a point I made to my hon. Friend the Member for South Basildon and East Thurrock (Stephen Metcalfe). There are two options on the table: option A and option C. Option C is preferred, not just by Highways England but others, because it would provide an alternative for motorists and some resilience in the network. The idea that we should just build more and more crossings at Dartford is pure madness. It flies in the face of common sense to suggest that more and more crossings in the same location, relying on the same local roads funnelling through the pinch point that Dartford has become, is a solution to the problem.

When we are looking at what has worked well and what has not worked well in the whole Thames area, it is fair to say that the west of London is more affluent than the east of London, partly because of the lack of connectivity east of London compared with that to the west of London. Chelsea and Battersea trade very well and the transportation links are very good. Richmond and Twickenham are north and south of the Thames and interlink very well. However, when we come to the border between Essex and Kent, the Thames is like a brick wall between the two counties. Those two affluent counties cannot trade with each other to their full potential because of that lack of connectivity. I argue that option C would change that fundamentally and provide the connectivity that is lacking.

[Stephen Metcalfe]

I agree very much with what my hon. Friend is saying about the lack of connectivity between Kent and Essex. That may well be a barrier to economic growth, and one argument for a new crossing is that it will stimulate such growth, but option C is a halfway house. If we were really trying to develop economic growth, we would go for something further east, perhaps linking Canvey with north Kent—an option D road solution.

[Gareth Johnson]

That is an interesting idea. I think that the cost would be astronomical, but having more crossings is essential. Perhaps it could be a plan for the future. At the moment, we do not have anything east of Tower bridge other than the Blackwall tunnel and the Dartford crossing, and vehicles relying on the Woolwich ferry to try to alleviate some of the problems is simply not a solution.

We have mentioned before the failure of commerce to take off in the area east of London. When we talk to businesses in the area, we find that they desperately want option C to happen. We can speak to the garden city builders, the local enterprise partnership, the Freight Transport Association, Eurotunnel, the road haulage industry and Lakeside and Bluewater shopping centres. We can speak to almost any organisation outside the Gravesham area and, in Essex, the Basildon and east Thurrock area, and what it wants is for option C to happen. The Thames Gateway project has been held back as a result of a lack of infrastructure. The infrastructure is not there to support the commerce that is desperately needed in that area. Therefore, in Kent at least—the situation may be different in Essex—we are hard-pushed to find a business or organisation outside the Gravesham area that does not think that the solution to the problem is option C.

Another reason for that is that option C, according to Highways England, would enable vehicles still to travel at 70 mph. If we built another crossing at Dartford—option A—vehicles would be restricted to 50 mph. That is another clear reason why option C is the preferred route for so many organisations and people.

Another reason is that, with option A, there would be six years of roadworks on Britain’s worst stretch of road, at Dartford. It would be catastrophic for our area if we had to deal with that problem. It would affect the whole region as it has never been affected before, and hold back the south-east region in a way that it has never experienced, if we had six years of roadworks preventing vehicles from travelling from Kent into Essex and in effect closing off that whole area. The consequences of those restrictions would be catastrophic for the area both financially and in terms of people’s quality of life. If we build option C, the roadworks will not affect the current crossing. They can be dealt with in isolation at that location; they do not need to impede the traffic that is using the crossing now.

My hon. Friend the Member for South Basildon and East Thurrock mentioned an option D. There could also be option E, F and so on. Some people have put forward the so-called A14 option, which is preferred by my hon. Friend the Member for Gravesham (Mr Holloway). It would be a 5-mile tunnel that simply ran parallel to the M25 in the east, coming off the M25, I believe, south of junction 2 and connecting up roughly around junction 30.

Highways England estimates that option C will cost £4.5 billion and take 10 years to build, but it is half the length of option A14, so I shudder to think what A14 would cost and how long it would take to build. The closest that we have come to a quote for that was in the answer to a parliamentary question tabled back in May. The estimate was that it would cost some £6.6 billion to build option A14. That would be prohibitively expensive. I have worked out that that tunnel would be roughly one fifth of the length of the portion of the channel tunnel that is under the sea. That gives people some idea of how long the A14 tunnel would be, and I am not aware of even any geological surveys having taken place. Frankly, a route that simply runs parallel to another and works more or less as a relief road, as opposed to a separate route, is simply not a viable project.

Some 30,000 leaflets were delivered in my constituency in support of the A14 option. They pointed out the virtues of that idea to my constituents and asked them to contact me to support it. Well, however many leaflets were delivered—we are told that it was 30,000—I have had just one response since then. The idea cannot exactly have taken Dartford by storm. It is not seen as a viable alternative by the people of Dartford—not in my experience, anyway.

I therefore conclude by saying that we need the lower Thames crossing to be built east of Gravesend—option C—and in the meantime we need Highways England to come up with innovative ideas as to how we can mitigate the existing congestion at the Dartford crossing. I ask the Minister to listen to his own traffic experts at Highways England, who favour option C, and to almost every business that has expressed an opinion on the issue. Listen to the local enterprise partnership, the garden city builders, the Thames Gateway, Bluewater, Lakeside—the list goes on. I ask him to listen to the haulage industry, but also to the people of Dartford, who have suffered immeasurably as a consequence of the Dartford crossing. It has affected the quality of life of local residents in a way in which no other area of the country has been affected. In Dartford, we are sick to the back teeth of congestion at the Dartford crossing, and we therefore ask that a plan be put forward swiftly to deal with the existing problems, but also, and most importantly, to have the lower Thames crossing built where it gives the motorist an alternative, which is east of Gravesend—option C.

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

It is a pleasure to serve under your leadership, Mr Owen. First, I congratulate my hon. Friend the Member for Dartford (Gareth Johnson) on securing the debate, although there is a sense of déjà vu about it, given that we discussed this issue at some length only three weeks or so ago and it seems to have occupied my inbox for most of this year. However, that does not mean that this is not a very important debate and we should not rehearse the arguments time and again to see whether new explanations or opportunities arise.

I have great respect for my hon. Friend. We came into Parliament at the same time and have worked on a number of things together. However, on this issue we are fundamentally divided. We agree about the principle and about what we are trying to achieve, it is just that we have completely different ways of achieving it. I want to put it on the record straight off that this is not about pushing the problem from my constituency to his, or pushing it to that of my hon. Friend the Member for Thurrock (Jackie Doyle-Price) from that of my hon. Friend the Member for Gravesham (Mr Holloway). It is about doing what we believe to be right.

I want to state from the outset that although I fundamentally oppose option C, that is not just because it would go through my constituency; it is because I do not believe that it would solve the problem. This is a once-in-a-lifetime, once-in-a-generation opportunity, so anything less than solving the problem where it actually is would be, in my opinion, a lost opportunity. We need to finish the M25. Anything else will be a waste or a mistake. It never got finished in the first place.

If my hon. Friend the Member for Gravesham were here—he would have been were he not out of the country—he would say that our hon. Friend the Member for Dartford should be down on his knees begging for option A14, begging for a solution at the existing crossing. I understand my hon. Friend’s opposition to that. I understand why he and our hon. Friend the Member for Thurrock are opposed to a solution where the existing crossing is. Their constituents have suffered, as my constituents have, immeasurable amounts of congestion. It is hideous, and we all know that, but if we put in a solution that does not solve the problem, they will still be suffering hideous amounts of congestion.

I want to paint a picture. It is a picture of a future where, despite my objections and all the evidence I have presented to the various Roads Ministers I have met and to the Secretary of State that option C will not work and will fail to tackle congestion at Dartford, option C—the “road to nowhere”, as it has been described—gets the go-ahead. The Secretary of State signs it off with the Minister’s advice and off goes option C into its next stage, cutting through huge swathes of countryside in Thurrock and across the fenland, which is destroyed and lost forever. Houses—some of them newly built—are demolished. A tunnel is constructed between Gravesend and Tilbury and miles of new motorway is built across the green and pleasant land that once was Thurrock.

On the first day the Minister is there, accompanied by the Secretary of State, with scissors in hand. There is ribbon cutting, fanfares, cars flowing beautifully and lorries arriving from Dover and heading off to wherever they are going, enjoying the views of the green and pleasant pasture from the motorway. That leaves the 86% who want to use the existing crossing—we can dispute whether it is 14% who want to use the new crossing, but it is around that, and that is Highways England’s figure—sailing onwards towards the existing Dartford crossing, enjoying a 14% increase in capacity on both the bridge and the tunnel. The traffic is flowing beautifully as far as the eye can see until—bang—an accident at the tunnel mouth, which is not a rare occurrence.

The written answer I received from the Department for Transport on 23 March 2016, in response to a question I tabled on 16 March asking how many times there had been delays or tailbacks caused by closure at the Dartford crossing, said:

“Typically there are in excess of 300 incidents per year resulting in partial or full closures of the Dartford Crossing. On average each incident takes approximately 27 minutes to deal with, often requiring a lane closure for safety.”

The impact of that means it can take up to

“3 to 5 hours for the road condition to return to normal.”

In response to another question that I tabled on the same day, asking how many times the Dartford crossing had actually closed in the past 12 months, I was informed that there were nine unplanned bridge closures due to either high winds, broken-down vehicles, collisions or police-led incidents, and that the west tunnel had closed five times and the east tunnel 12 times. Looking at those answers, I fail to see how a new crossing up to 15 km away from junction 2 on the Kent side, and 9 km away from junction 30 on the north side, would ease congestion at the existing crossing.

[Gareth Johnson]

My hon. Friend heard the figures that I gave on the number of accidents that we have had on the approach. Whenever that happens in the future, Highways England cannot inform freight coming from Dover that there is an alternative, because there is not one. It can only tell them about the congestion that exists. If we were to have option C, they would at least have a choice that does not exist today.

[Stephen Metcalfe]

My hon. Friend has read the next point in my speech. The fact is that vehicles would have to commit to an alternative long before any incident happened. Just look at the map—I know that I am not really allowed to use props, but there is a useful map that shows how far the existing crossing is from where drivers would have to commit to when going north to option C or coming south around the M25 to option C.

So there we are tootling around the M2, on to the A2, and unbeknown to us there is a prang, as I described, at one of the tunnel mouths. It instantly loses 50% of capacity. However, we are already past junction 1 on the A2/M2 and we do not know there has been a prang. We are already in the flow of traffic and are committed to the route that we are taking, whether we are in a car or a lorry. Instantly, traffic starts backing up at the Dartford crossing.

The same scenario applies on the north side. Indeed, when I made these points to a logistics company based very close to the crossing in Thurrock, it said that the traffic backs up at the rate of a mile a minute when the crossing closes. Even allowing for exaggeration, the point is clear: a crossing far from the existing one—where we know that it fails because of its importance around the M25—will do nothing for Dartford or Thurrock residents, for Essex or Kent residents or for anyone in the south-east of England, because vehicles will be trapped.

[Gareth Johnson]

What my hon. Friend describes is what we have now. When there is a problem at the approach to the Dartford crossing, everything is stuck. Even if only 30% of vehicles can be given adequate notice, by better signage, that they can use the alternative at option C, that will help thousands of vehicles. That cannot happen at the moment.

[Stephen Metcalfe]

I thank my hon. Friend for that point, but the point still stands. There will be vehicles trapped within what I am describing as the “congestion triangle” between junction 29 of the M25, junction 2 of the M25 and junction 1/2 of the M2/A2. Once someone is past any of those points, they do not have an alternative. Even if option C were built, they would still be heading towards the existing crossing. Although option C may still function beautifully once there has been an incident at the existing crossing, it will do nothing to address the problem. There will still be vehicles trapped in serious congestion in and around the existing crossing. No one can show me how option C would address the problems that I have just highlighted.

I know that it is not very fashionable to base decisions on evidence. We are in this post-truth era, but if Members look at my badge—everyone who would like one is welcome to one—they will see that I love evidence. Where is the evidence that option C will actually address the congestion, the poor air quality and the catastrophic impact of a failure at the bridge? When I challenged Highways England on that exact point, when I sat down with Mr Potts before he moved on, he said, “We will have to do that modelling after the decision is made.” Quite frankly, that is not good enough, and that is not the right thing to do. That is why Dartford and Thurrock should be begging for a solution at the existing crossing. It may well be option A14. I do not know; I would like to look at all those options again. I hear very clearly what my hon. Friend the Member for Dartford says about the inconvenience of the roadworks that would come from building at option A, and that does need to be addressed. However, anything that fails to sort out the problem where it actually exists is a missed opportunity.

When I sat down to write this speech and gather my thoughts, I really struggled to know where to start. Both my hon. Friend and I could write a book on this issue; we have been living this now for years. We can go back and we look at the history of the project. It started in its current form back in 2009 and has had a number of different incarnations during the past few years. We are now getting close to a decision. It may well be that the Minister and the Secretary of State stick with option C, as recommended by Highways England. However, I fear that we are answering a question that was posed many years ago, conflating too many different issues and not actually answering the original question: what do we do about congestion at Dartford?

Until we can answer that question satisfactorily—whether we spend £4.5 billion on option C, or £6.5 billion on option A14—we should not commit to anything. We have to know that what we are going to do and spend billions of pounds on will actually have an impact on the lives of the people my hon. Friend the Member for Dartford and I represent. Until that can be proven, building a very handy road from Dover to the north of England, although that may have merits, would be a wrong-headed decision. My hon. Friend has made many, many points that I agree with, and we want the same outcome. We want better air quality for our constituents. We want free-flowing traffic. We do not want the number of accidents and the problems that we all see. However, if we do not address that problem now we are still going to have real problems in the future.

My hon. Friend asked why so many people have opted for option C. There was a long list of people, including those at Lakeside, but I would just challenge that. I am not challenging them saying that they would like option C, but look at where Lakeside is located, with its slip roads going the wrong way on to the A13 heading towards junction 30 on the M25. Even with the slightest incident its slip roads back up very quickly, so I am surprised by that. Very few people from the long list of those who want option C are based in Thurrock, although I accept that some are. However, when given only one option—I think we all accept that the consultation that was conducted earlier this year really presented only one option, which was option C—it is no wonder that people said that was the one they wanted. They were not really given an opportunity to comment on option A.

Finally, I reiterate that we have to solve the problem where it lies. We all deserve to see the evidence and see how this will work before any decision is made to carve through my constituency, or indeed that of my hon. Friend.

[Albert Owen (in the Chair)]

Before I call the Front Benchers, I remind Members that we are finishing at 5.30 pm. The Minister may want to give Mr Johnson an opportunity to wind up briefly.

[Daniel Zeichner (Cambridge) (Lab)]

It is a pleasure to serve under your chairmanship, Mr Owen. I congratulate the hon. Member for Dartford (Gareth Johnson) on securing a debate on this long-running issue, which he has raised many times on behalf of his long-suffering constituents, for whom traffic gridlock regularly causes misery.

As a child growing up in south London in the 1960s with grandparents in north London, I have vivid memories of the Blackwall tunnel, which was then a single tunnel with two-way traffic. I remember my sister and I singing in the back of the car, whiling away the hours—however, it was probably not the song with the X-rated lyrics that the hon. Gentleman referred to—and how we cheered when the Dartford tunnel came along. It was a huge relief but, as we have heard, we now need a 21st-century solution. I am sure that we all are awaiting the Minister’s response with interest, so I will keep my remarks brief.

The hon. Gentleman made an excellent case for option C, and the hon. Member for South Basildon and East Thurrock (Stephen Metcalfe) made a different case; it felt ever so slightly as though one was intruding on a family dispute that had been running for a long time, and I certainly do not want to pour oil on troubled waters. However, to rewind slightly, back in 2013 the Government decided that we needed a new lower Thames crossing connecting Kent and Essex. We are now three years down the line and, whatever the different views, we really need a decision. This has taken a long time and has created massive uncertainty for residents and businesses.

Despite the problems, I am told that the economy locally is doing well. However, I am also told that 73% of businesses in Dartford feel that their business is suffering because of congestion, and growth is clearly being stifled by the growing crisis. The Dartford crossing is designed for some 140,000 vehicles to cross a day. On average it reaches that design limit, with 137,411 vehicles crossing daily in 2014-15. Some people tell me that it is operating at 117% capacity. The number of journeys made using the Dartford crossing rose by around 2 million between 2011 and 2015, and 869 complaints regarding congestion have been made to Highways England in just the last 12 months.

Last month, the Minister said in a written answer that according to a traffic modelling assessment and traffic flow forecasts produced for the Dartford crossing by Highways England, the annual average daily traffic flow at the crossing is forecast to rise from 140,000 vehicles in 2014 to 159,300 vehicles in 2025. The new housing development in the nearby garden city and the proposed theme park will introduce further challenges, so I think we can all agree that congestion at the Dartford crossing is already severe and that, without action, the problems will only get worse.

In a Westminster Hall debate in January, the Under-Secretary of State for Transport, the hon. Member for Harrogate and Knaresborough (Andrew Jones), said that the Dartford crossing was identified in 2011 as “a top-40 project”—but if it is a priority, why are the Government yet to deliver the solution? The need for an effective solution is not just about logistics; it is a matter for public health. It has been estimated that 6.7% of deaths in Dartford are partly attributable to long-term exposure to air pollution—a sobering figure that is exceeded only by London and Slough. Although minor improvements in reducing congestion have been achieved since the removal of the tollbooths and the introduction of the Dart charge, there is still a long way to go.

A freedom of information request to Highways England showed that in the past two years, unpaid Dart charge fines by UK-based drivers have topped £500,000. If the Dart charge is to be effective in cutting congestion, fines need to be properly enforced and non-payers chased. Of course, there are also the non-UK based non-payers. That point is timely, given the Brexit debate going on now in the main Chamber, so will the Minister tell us today what progress he has made on chasing European non-payers? Will that form part of the Brexit negotiations? Indeed, in the new spirit of openness that apparently started yesterday, will he tell us whether it is part of the Government’s negotiating strategy even? Where will it be in the priority list? Could it be a red line—even a red, white and blue line?

But I digress. The Labour group in Dartford—ably led by Jonathon Hawkes, whom I thank for his advice in preparing for this debate—has rightly called for a new traffic plan focused on delivering additional investment to bring forward the delivery of promised improvement works, intervention to ease the bottlenecks that cause congestion and improvements to the public transport network, as well as the decision on the crossing. Many were hoping—indeed, expecting—something to be announced on that subject in the autumn statement. The Chancellor of the Exchequer said that the Government will invest £220 million to ease congestion at critical pinch points around the country, but there has been no mention of whether the hard-pressed people of Kent and Essex will benefit from that. In fact, there has been no mention of where that money will be spent at all, so perhaps the Minister will enlighten us today.

To return to the crossing and the recent history, as we have heard, Highways England is still examining the evidence submitted in its consultation process earlier this year on a new lower Thames crossing and has said that the Government will make an announcement later this year. Autumn was mentioned at one stage. Today is a very warm winter’s day, but we are beyond autumn and definitely into winter. The end of the year is imminent, so I am hopeful that the Minister will announce that decision today. I have been studying his countenance carefully to see whether he is a man who seems likely to be bearing good news. We shall see in the next few minutes. He may even find a way of describing the decision as a thing of beauty. Again, I do not know—I live in hope—but if he does not, I hope he will tell us why he cannot tell us and when he might be able to do so.

If the Government are serious about solving Britain’s congestion crisis, they need to get the ball rolling on the major projects that they have promised. The problems in Dartford are reflected across the country, and improving our country’s infrastructure cannot be put on the back burner for any longer.

[Stephen Metcalfe]

I agree with the hon. Gentleman’s remark that many projects need to be addressed. However, if we can focus again on the problems that we are experiencing between Kent and Essex at the existing Dartford crossing, my hon. Friend the Member for Dartford (Gareth Johnson) wants the same thing, as I said, but we differ on how that should be achieved. The hon. Gentleman said that we need a decision, and I agree, but it has to be the right decision. Just because option C is something that is being presented does not make it the right thing. It is something and we can get on and make the decision, but if it does not tackle the problem, does he agree that that would be a missed opportunity?

[Daniel Zeichner]

There are limits on how long one can procrastinate. Evidence has clearly been gathered and it is time for the Government to make a decision. They need to end the uncertainty and make a decision on this issue without further delay, because Dartford has suffered from years of under-investment in local road networks and public transport, and the Government need to commit now to immediate investment in the local road network around the location of the new crossing. Local councils need to be assured that they will not be asked to foot the bill for those much needed improvements, which is a major concern, given the levels of cuts to council budgets.

--- Later in debate ---

[Mr Hayes]

Yes, I understand that. I think that is partly because those changes were made against a background of increased demand, so the number of vehicles using the crossing actually continues to grow. In a sense, any improvement will have been mitigated, affected and, for some, concealed by the growing traffic volumes.

In factual terms—the evidence is important—volumes of traffic have grown by more than 5% in the past year. Now, that might sound relatively minor but, given the figures I used earlier, 5% growth in a single year is an extra 2.7 million crossings. It is unsurprising that people see that extra volume of traffic and say that the Dart Charge has made less difference than it actually has because, of course, it is not possible to compare the situation with what it would have been like had we not done it.

It is important to recognise, however, the proper concerns of my hon. Friend the Member for Dartford and the profound concerns of those whom he represents. In the end, the issue comes down to the fact that the crossing is operating at over-capacity—something like 117% capacity. Journey times southbound are estimated to be significantly better than before the Dart Charge was introduced, being very nearly five minutes quicker, on average, in the year to August 2016 than the year before.

Northbound, however, we recognise that there is still more to be done. A combination of increased traffic and significant roadworks at junction 30 resulted in only a relatively small improvement in journey times in comparison with journey times prior to the Dart Charge. Anyone who uses the crossing regularly will know that there is a significant difference between the northbound and southbound crossing times. My hon. Friend the Member for South Basildon and East Thurrock will certainly know that.

[Stephen Metcalfe]

I know the Minister is now very aware of some of these issues, as we have debated them on numerous occasions. He cited a figure a moment ago: he said that the crossing is operating at 117% capacity at times. If 14%, which is Highways England’s own figure, were diverted away from that, would that not still mean that the existing crossing would be operating at over-capacity at some times? Ergo, do we not need to increase the capacity at the existing crossing, rather than build something else with other aims in a different place?

[Mr Hayes]

I hesitate to intrude on the well-mannered and comradely debate between my hon. Friends the Members for South Basildon and East Thurrock, and for Dartford. It is certainly true that one would need to consider any further crossing eastbound in connection with, and in the context of, Dartford. My hon. Friend is right to isolate those two things. To see them out of context would be an error, and the Government certainly will not do that. It is right to take account of the effect at Dartford of any changes that were made. I would not want my hon. Friend to assume that that is not my view, although I do not think he does.

The approach to the two northbound tunnels also has to be controlled for lorries carrying dangerous goods. For this corner of the south-east, which has more than its fair share of oil and petroleum facilities, a number of petrol tankers use the tunnel. To make this safe passage, the tankers are queued and taken through in a convoy while all other traffic is held. The older west tunnel is a smaller bore and cannot accommodate the taller lorries that travel the network, so the mix of lorries across both tunnels reduces the flow of traffic. That is an important point.

I have said repeatedly, including when we last debated these things, that I would look at what improvements could be made. I related those remarks to the facts that I have just described. I have asked Highways England to look closely at what more can be done to separate vehicles. I understand the concerns of staff about traffic wishing to cross west to east at junction 1A, which I have asked Highways England to look at. We may be able to do further work on the A282, which my hon. Friend the Member for Dartford knows, and at the junction where gridlock often occurs.

Those are all important matters, and they do not obviate the need for a more strategic solution, but I want to be absolutely sure that, in dealing with the different kinds of vehicles and local people’s access to the crossing, we are doing as much as we can and should do. To that end, I commissioned Highways England to consider those matters more closely. Further work may be possible that would go some way towards alleviating the problems that my hon. Friend has set out.

The safety and performance of the crossing is under constant review to identify other ways to improve conditions. Continuing improvements to the traffic safety system that was introduced as part of Dart Charge, and the management of dangerous goods and abnormal loads, will form part of any further work. I will update hon. Members when I have a report from Highways England about the further steps that it intends to take—that is the right way to go about things.

Managing traffic flow during incidents and reopening lanes as soon as possible afterwards are also important and have often been a cause of concern to local people. I spoke of road signage the last time we debated these matters and, looking at it again, there are issues with the signage on the crossing approaches, particularly northbound. We might be able to do more in that area. We are working with local authorities on both sides of the crossing to improve traffic flows between local and strategic road networks, which has been a perennial issue.

Trying to provide a solution that assists those travelling from far away to far flung destinations who want to cross, as well as addressing the very local traffic in the immediate Kent area and the traffic that moves between Kent and Essex, is important to our consideration of how to get the best outcome. That is not entirely straightforward, but it does not seem impossible to find a way to address both objectives.

Highways England and Kent County Council have a joint approach on a number of improvement measures to junctions used by traffic approaching the crossing from Dartford, which will be familiar to my hon. Friend. The roadworks at junction 30 and the A13, which greatly affected journey times, were substantially completed last week. That should help, and motorists should start to see the benefits of reduced congestion at the crossing and improved journey times as a result.

Plans are also being developed to encourage over-height vehicles to be in the correct lanes. As I mentioned earlier, it is important that HGVs are not stopped and redirected as they cross because that has a significant effect on congestion. We may be able to improve the signage in that respect. As my hon. Friend will be aware, Highways England regularly meets a wide range of stakeholders to discuss other improvements and how they might be implemented. I meet the chief executive of Highways England on a monthly basis, and I keep the performance of this road under regular review. There is more to do, and I will keep my hon. Friend and all hon. Members updated on Highways England’s plans and future actions.

Before I move to my pre-peroration, and then to my exciting peroration itself—I will also say something about the lower Thames crossing—I should say that the hon. Member for Cambridge asked important questions about compliance with the charge, and he deserves answers. Initial compliance, as he will know, is some 93%. He is right about what happens next, and I share his view. He is right that pursuing those in other domains who do not pay the charge is challenging. We do that work, and I often interrogate my officials about their progress. As a specific result of his question, I will make our latest compliance figures available in the Library—again, that is the right thing to do.

The evidence shows that the Dart Charge is working, and 93% initial compliance is indicative of that. When we take into account the people who pay later, the figure is impressive, but any non-compliance is undesirable and it is right that we use every avenue to chase those who do not pay.

In the longer term, the Department for Transport recognises the argument for the lower Thames crossing and the role it might have in easing congestion at Dartford. Highways England consulted on a shortlist of options from 26 January to 24 March, with 47,000 people taking part, making it the largest ever public consultation on a UK road project. No decisions have been made, but I hear what the hon. Gentleman said about the seasons, notwithstanding my admiration for John Clare. It is important that we go further in making our findings and conclusions known. We will take a decision when we have considered those responses, and we will report on the location, route and type of crossing. Subject to the necessary funding and planning approvals, we anticipate that the new crossing, if publicly funded, could be open in 2025.

My hon. Friend the Member for Dartford has once again done the House a service by allowing us to explore these matters. I hope he can tell from what I have already said that the Department and I take the issue very seriously. We are considering all that can be done to ease the circumstances of his constituents, because we know how important this crossing is for them and our country.

The strategic road network is receiving unprecedented attention from this Government, and my hon. Friend will know that the road investment strategy, which I developed when I was last a Transport Minister, is the first time in a long time that a Government have taken a long-term view on how we should invest in roads and then committed funds to that view. In doing so, we are cognisant of changing circumstances and particular places where those circumstances are having an impact on other Government priorities, such as air quality and the perennial and compelling priority of safety. To that end, he can be sure that we will be decisive and determined not only in protecting the interests of all those who use our roads but in doing the right things to make the investment work for the best.

In that spirit, Highways England will continue, on my instruction, to monitor closely conditions at the crossing, to understand the various factors contributing to performance and to ensure that we use this crossing in the most effective and efficient manner.

M25: Dartford

Stephen Metcalfe Excerpts

Monday 14th November 2016 Commons Chamber

[Mr Holloway]

I’ll need all of it.

This debate has been rather boringly entitled “M25: Dartford” but this is not a boring subject at all—I and my hon. Friends the Members for Dartford, for Thurrock and for South Basildon and East Thurrock (Stephen Metcalfe) have been looking at this for several years. What we do about another Thames crossing will affect tens of millions of journeys over the next 30 years. Drivers up and down the country, in Kent and Essex, Dartford and Thurrock, are being affected by the appalling congestion at Dartford.

To a very considerable degree, this debate is also about the appalling situation facing the residents of Dartford. As my dear friend—my hon. Friend the Member for Dartford—put it in his speech in January, this is quite simply the worst stretch of road in the UK, and it has a huge impact on local residents, who are now prisoners in their own homes. Children are not getting picked up from school on time. He called it

“congestion like I have never known before.”—[Official Report, 13 January 2016; Vol. 604, c. 388WH.]

I completely agree. It really is a national disgrace.

It is an appalling logistical travesty for people living in the area, who are being subjected to pollution as they go about their everyday lives—my hon. Friend is very good on the numbers and the impact of pollution on his constituents. In addition, there is gridlock, as well as frustration that for years Governments have done nothing about it. I imagine that that there is nobody listening to this debate—none from among the huge crowds of people here in the Chamber—who has not experienced what a disaster area this is. We can all agree that this is a kind of traffic-induced nightmare.

As the House will be aware, the Government are a hair’s breadth from approving gigantic spending on a new lower Thames crossing to the east of Gravesend, under what is known as option C. Back in 2009, the original aim was increased capacity at Dartford to get as many vehicles across at 50 mph and to get everything moving again. Then we had several other options, including: option B, now dropped because of the proposed theme park at Swanscombe; option C, to the east of Gravesend, which we will hear more about; and options D and E, further down the river.

I did not understand until recently the reason for the appalling congestion. If we imagine the River Thames and the wonderful towns of Thurrock to the north and Dartford to the south, we will notice that the M25 goes straight through both places. At the moment, we have two tunnels, one very good, one very poor, going from south to north, and a great big bridge running north to south. The problems of congestion tend to be in Dartford because heavy goods vehicles have to cross through the right-hand tunnels. Thurrock is awful as well, but since we have had free-flow traffic, it is not as bad. Thurrock is as bad or as good as the rest of the M25, but Dartford remains a real problem.

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

Will my hon. Friend give way?

[Mr Holloway]

I would love to give way to my hon. Friend, although I am not so sure about the others.

[Stephen Metcalfe]

My hon. Friend and I know the problems all too well from our own experience, and he is giving a good description of the problems we face coming from south across a bridge that closes when the wind blows too hard and from tunnels that are not up to spec. Part of the reason for the problem is that that crossing has developed with no real strategy over the last 50 years. Does my hon. Friend agree that that is where the problem lies, and that it is where we must focus our solution? We posed a question back in 2009 that we are trying to answer in 2016, but we have forgotten what the original exam question was. We have had so many changes of teacher and lesson plan since that time that we are now trying to answer the wrong question. We need to get right back to the basics.

[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.

--- Later in debate ---

[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.

[Stephen Metcalfe]

Will my hon. Friend give way?

[Mr Holloway]

Of course. I thank my hon. Friends for making my speech for me.

[Stephen Metcalfe]

We are pleased to be of assistance.

May I return to my earlier point? We all accept that something needs to be done. I do not think anyone doubts that there is a problem of congestion in our part of north Kent and south Essex, caused by a crossing which, according to a written answer from the Department for Transport, failed 300 times last year in one way or another. I entirely understand the point made by my hon. Friend the Member for Dover (Charlie Elphicke) about an alternative route linking up with the wider road network. That is all very welcome, and option C might well fulfil that requirement. What it would not do, however—because it would remove only 14% of the traffic—is address the problem where it exists. We have a crossing that is not fit for purpose at the moment, and we need to focus our energies on that.

[Mr Holloway]

I am really enjoying agreeing with everyone so far this evening. As I have said, for many years no one really thought that option B, C, D or E would be chosen. I remember one of my friends, who was the roads Minister at the time, saying, “Don’t worry; it will be option A, another bridge at Dartford.” I have every sympathy with my hon. Friend the Member for Dartford, and I understand his concerns, but we never thought that options that did not do something to ameliorate the M25 would ever be selected. Even the Highways England guy accepts that at some point you will have to go back and fix the problems of the M25, because the M25 is still going down that route today, as it did 30 years ago and as it will in 30 years’ time.

--- Later in debate ---

[Mr Holloway]

Thank you, Madam Deputy Speaker; of course you are right and I am sure you have also experienced the nightmare at the Dartford crossing.

For argument’s sake, let us say that the national long-range through-traffic going from the area around Gatwick, along the M25 and then up to the north of England without going anywhere near the exits at Dartford and Thurrock is 40%. If we could somehow get rid of all or most of that 40%, we would suddenly find we had 60% of the traffic remaining. So if we were to build a long tunnel, the regional and local traffic, and presumably some heavy-goods traffic, could use the existing crossings, which would, I would think, be great for the people of Dartford and Thurrock, and the through-traffic would not be seen at all.

I understand that Highways England thinks that when in 2025 the road to nowhere to the east of Gravesend is built—unfortunately, the road has no further connectivity south of the A2, which has not been considered too well—there will be only a 14% reduction at Dartford. I intend to comment later on the fact that Highways England has not provided the public with the numbers, although it may have provided them to Ministers.

[Stephen Metcalfe]

My hon. Friend is making an excellent case, as I would expect. I want to talk about the statistical modelling around traffic flows and the 14% that Highways England suggests will be diverted to option C, leaving 86% wishing to use the current infrastructure in place between Dartford and Thurrock. When I met Highways England recently I challenged its representatives, saying, “Can you show me the modelling for this because I’m concerned about what happens when the crossing fails, as it does regularly? How will the new crossing alleviate the problems we have between Dartford and Thurrock? Where is the modelling? Show me the stats.” Unfortunately, Highways England was unable to do that; its representative said, “That will be what we have to show at the next stage.” When we are talking about spending many billions of pounds on a new crossing and the impact that will have, the modelling being used has to be beyond question. Would my hon. Friend care to comment?

[Mr Holloway]

My hon. Friend is absolutely right. He and I have been, not always successfully, driving around southern England trying to persuade people that what we need is a long tunnel rather than this road to nowhere. The other day I again had a couple of people from Highways England in my house and we were talking about this. I mentioned that 40% of traffic is long-range traffic, and the guy from Highways England told me that the figure was 12%. Can anybody listening out there in the country or here in the House who has driven on the M25 seriously think that only 12% of the traffic is through-traffic and that the rest joins at, let us say, Dartford or Thurrock and then goes on? It is clearly nonsense, and I do not know quite what is going on with Highways England.

--- Later in debate ---

[Stephen Metcalfe]

I recently met a representative of a logistics company based in Thurrock—unfortunately, this was after we had met the Road Haulage Association and the Freight Transport Association—who estimated that when the crossing fails, the traffic backs up at a rate of a mile for every minute it is closed. The area would therefore still become gridlocked when the existing crossing fails even if a new crossing were to be built to the east. Unfortunately, I did not have that evidence when we held those important meetings. Had I done so, perhaps it would have changed people’s minds.

[Mr Holloway]

Thank you for helping me out there. I did not actually know that. That is very useful. I am looking around the Chamber—[Interruption.] Sometimes, the public do not appreciate that many of the people who are not here are actually working quite hard elsewhere. The reality is that the Chamber is virtually empty and that all but one or two Members here have a personal interest in this case. If people realised the enormity of the carnage that will follow if we do not take this opportunity to fix the M25 at Dartford for another 30 years, or however long it takes before we have to come back to sort it, this place would be full of MPs from all parties. There might actually be some Labour Members who would be genuinely and deeply worried about the situation for their constituents and the constituents of Members in the decades to come. The problem is that the people of England have not yet spoken on this matter because they have not realised what the decision to go ahead with option C will mean.

My neighbour and hon. Friend the Member for Dartford rightly pointed out that, as the Member for Gravesham, I will of course be against the proposal—not strictly true, but I will come to that in a moment—but it is true that it will blight thousands of homes in my constituency and others. I hope that I have shown this occasionally in my 11 years in this place, but if I believed that the road to nowhere to the east of Gravesend was the right decision, I would pluck up the considerable courage needed to go and see my friend Rev. Nigel Bourne, the rector of Chalk, my friends in the Higham action group or the Shorne action group, with whom we have been working for many years, and the people of the villages of Higham, Shorne, Chalk or Riverview Park to tell them. I would try to show some moral courage even if they hated me forevermore.

However, I will not do that, because the reality is that the proposal is a looming disaster that will become a scandal for this Government when the public realise that the £5 billion opportunity to fix the M25 is about to be wasted and when we all realise that it is too late to stop a plan that will result in another 30 years of misery. There are entirely viable schemes, including the seven-mile tunnel under Dartford and Thurrock in option A, but Ministers in the Department for Transport are highly competent, intelligent people—

[Stephen Metcalfe]

Hear, hear.

[Mr Holloway]

It is true, but they are not experts on roads. Ministers must listen to the people who pass for experts—in this case, Highways England.

[Stephen Metcalfe]

My hon. Friend and I have been communicating with a Mr Potts from Highways England. He has now left his current position and is moving on to pastures new—I am sure we both wish him well. Everyone knows that something needs to be done here, but my worry is that we are unable to step off the path we are on because there is no continuity. We have had a change of Ministers, all of whom are capable as my hon. Friend said, and a change of personnel in Highways England. My great concern is that we are on this path and will keep plodding along it without actually taking stock of what we are trying to achieve.

[Mr Holloway]

Absolutely. One thing that I have noted in my time here is that we are told that certain things must happen or cannot happen. Back in about 2007, when we again had appalling traffic at Dartford, I remember writing on behalf of constituents to say that it was crazy that people have to pay money at the toll and asking why we could not have a free-flow system. We were told back then—I presume by the same people—that there was absolutely no way that we could have free flow because of some safety thing, but that suddenly disappeared. Quangos change their numbers and what they say depending on where the argument is going. We have seen that in some of the disastrous military ventures over the past decade. Officials do sometimes get it wrong. Ministers are prudent to listen to the experts in their Department, but that does not mean that they are always right or that they are always looking after the interests of ordinary people who, in this case, have to use the road for years.

I completely get where my hon. Friends the Members for South Basildon and East Thurrock and for Dartford are coming from, because when the question of a new crossing at Dartford came up, they would rightly have been horrified, equating it with more traffic. But if I were one of them right now, I would be on my knees begging the roads Minister to look at something that could separate the traffic out at Dartford, and I would be begging the Chancellor and the Secretary of State for Transport, and writing to the Prime Minister.

--- Later in debate ---

[Mr Holloway]

I am sure you are not thinking in the old way, Madam Deputy Speaker. My hon. Friend the Member for Dartford may be thinking in terms of six years of disaster, building new bridges and so on. I am not an expert on tunnelling, but I would have thought that, where a tunnel is being built, there is inconvenience from things such as ventilation shafts. However, where a tunnel is being started to the south of the A2 or north of the A14—

[Stephen Metcalfe]

A13.

[Mr Holloway]

A13. Where that is being done, there are an awful lot of large fields for the large equipment, and all that expertise that we currently have in Britain as a result of the building of Crossrail is available, all in the cause of swallowing up the traffic and rescuing constituents—whether 40% or 12%, if we believe Highways England, or whatever the number is.

Why is this going so disastrously wrong for the residents of Thurrock and Dartford? If this money is spent on the crossing to nowhere to the east of Gravesend, people in Dartford and Thurrock will continue to suffer appalling pollution, traffic and inconvenience for decades. The traffic jams on the M25 will go on and on, and there will be huge economic disbenefits: the millions of pounds lost as people sit in traffic jams, rather than doing their jobs; the huge amounts of money lost to road hauliers; and the cost in personal terms of people sitting in traffic forever. I do not think that the economic disbenefits of millions and millions of hours spent in these traffic queues has been considered at all in the benefit-cost ratios that I will go into in just a moment.

[Stephen Metcalfe]

Does my hon. Friend agree that if we look at what is being proposed on a map, we would see that we have to commit to option C very early in terms of coming up the A2 and coming round the M25? When that crossing fails, there will already be considerable traffic heading towards it, which is why we will continue to get congestion. This approach will be great for the likes of Dover, but not so great for our constituents.

[Mr Holloway]

I thank my hon. Friend for that, and that point has been made by Bob Lane, who has been chairing the opposition to the proposal in my constituency. Understandably, early on, when someone raised the prospect of yet another crossing at Dartford, local residents were concerned that it would lead to more traffic, but they were not aware of the tunnel option. Indeed, I think that there are a few other options that would be considerably less intrusive than what they originally had in mind, which was another great big bridge, squeezing a few more lanes through.

Everyone in this country suffers because of the huge economic disbenefits of millions of hours lost to the economy because of traffic. This is an unquantified figure that is not in Highways England’s cost-benefit analysis. The cost-benefit analysis is traditionally used to assess the value for money of something, so it represents the ratio of benefits to cost. If the benefits of a proposal are smaller than the cost, that is, if the benefit-cost ratio is less than one—I am sorry to do this, but it is important—it would represent bad value for money. Generally, the higher the BCR, the better the value for money.

During the 2013 Department for Transport consultation on options for a new Thames crossing, it is telling that reducing congestion was only one of the five key criteria. A comparison of cost and value for money was carried out and BCRs were produced for option A and option C. In 2013, option A’s indicative BCR was between 1.0 and 1.8 and option C’s BCR was between 1.2 and 1.3. We then come to 2016 and Highways England’s consultation and the BCR for location A had gone from 1.5 to 0.9—that is, bad value—and for location C, it had gone to between 2.3 and 1.7, a complete turnaround. I say it again: they fit the numbers to suit the argument, in my view. That takes absolutely no account of the economic disbenefits of people sitting in that traffic for another couple of generations.

I am sorry to be slightly evangelical, but for the good of millions of people, over many years of misery, I ask anyone hearing this debate to tell their friends and not to say that they were not warned. We only fix the M25 at Dartford by fixing the M25 at Dartford. We have an historic opportunity to fix it for all those people living in the south-east of England, all those people driving through and, in particular, for the people of Dartford for whom, if I were in the shoes of my hon. Friend the Member for Dartford, I would be on my knees.

--- Later in debate ---

[Mr Hayes]

If my hon. Friend were a harder and crueller man than he is, he might have pointed out what could be described as a contradiction in what I have said. I said that I was not going to be governed by experts and that I would take the decisions, but shortly afterwards I said that those decisions must be entirely evidential—that they must be empirical. It is true that that empiricism will, in part, come from those experts, but that is not a contradiction for this reason: part of the evidence that we collect will be on-the-ground evidence from the users of the road. My hon. Friend the Member for Gravesham expressed his concern that those who made the decisions might be oblivious to road users’ interests, but I assure him that they are not. It is entirely possible to square that evidential approach with an approach that is responsive to the real, on-the-ground experience of people who use the crossing and the roads that are linked to it.

[Stephen Metcalfe]

I would like to draw the Minister’s attention to my earlier remarks about the fact that when I challenged Highways England on the evidence it was using—the numbers and the modelling—about the 14% that would use option C, it could not point to where that was. It said that that would come at a later stage. All I am trying to say is that the evidence has yet to be established unquestionably.

--- Later in debate ---

[Stephen Metcalfe]

rose—

[Mr Hayes]

I will give way once more and then move to my exciting peroration.

[Stephen Metcalfe]

It is a pleasure to have a Minister at the Dispatch Box who understands the issues so clearly—he has been in his job twice, as he points out. The figures from Highways England point out that if we were to pursue its proposed route, by 2035 the capacity at the existing Dartford crossing would again exceed 100%. We really must focus—I respectfully ask the Minister to do so—on solving the problem where it exists at the moment. If we do that, we can work towards other long-term solutions for the M25 at a later point. Let us solve the problem that we have set out to solve now.

[Mr Hayes]

I will not go into great detail about—

Dartford Crossing: Congestion

Stephen Metcalfe Excerpts

Wednesday 13th January 2016 Westminster Hall

[Gareth Johnson (Dartford) (Con)]

I beg to move,

That this House has considered congestion at the Dartford Crossing.

It is, as always, a pleasure to serve under your chairmanship, Sir Alan. I am pleased to secure this debate on an issue that has dominated road transport in the south-east and beyond: the congestion so often found at the Dartford crossing. Local people have in their thousands signed a petition relating to the issue, and that has prompted a response from the Government. I do not believe, however, that it is right to wait for the number of signatories to reach the 100,000 trigger point for a debate in the House, so I am pleased to have secured a debate today.

The tunnels have caused problems in the area for pretty much all my life. It is fair to say that there was a period of respite when the bridge was built, but that was back in 1991, and the problems have grown ever since. In Dartford, we believed that there would be further respite when the tollbooths were finally removed but, alas, that has not been the case. Today we have congestion like I have never known before.

Quite simply, the approach to the Dartford crossing is Britain’s worst stretch of road. I challenge the Roads Minister to name one stretch of road in the UK that is worse than the Dartford crossing approach. It will be interesting to see whether he can come up with a single road in the whole United Kingdom that can compare. The congestion has a huge impact on local residents. Children cannot be picked up from school and people cannot get to work or home from work. People say to me that often it is like being a prisoner in their own home. Businesses are also affected, particularly those on Crossways Boulevard. If the congestion continues, it will ultimately cost Dartford hundreds of jobs.

We have a growing economy. London and the south-east are envied around the world for their wealth creation. The south-east provides not just thousands but millions of new jobs. It is very much the financial engine of the country, but the whole area is held back by Britain’s worst stretch of road. It is pointless to have a financial engine if the tyres are punctured. As the Prime Minister said in response to my hon. Friend the Member for Sittingbourne and Sheppey (Gordon Henderson), we cannot secure inward investment for Kent unless we have a modern road system. That applies as much to the A249, which my hon. Friend asked about in Prime Minister’s questions, as it does to the Dartford crossing.

The congestion is not only a transport issue; it also leads to pollution. The pollution created at the Dartford crossing is nothing short of a national disgrace. It is both noise pollution and air pollution. According to Public Health England, a staggering 6.7% of the deaths in Dartford are at least partly attributable to long-term exposure to human-caused particle air pollution. In other words, more people die from air pollution in Dartford than anywhere else in Kent or Essex. The figure is the second highest in the whole south-east, behind only Slough, which is of course home to Heathrow airport. The worst area in the east of the country is Thurrock, and we know where the Dartford crossing links up to. Why should the people of Dartford be subjected to such high levels of pollution? Why should the health of people in Dartford be put at risk by the road scheme?

The congestion at the Dartford crossing will be properly dealt with only when we have another crossing in the lower Thames area. In my opinion, that crossing should be located away from Dartford and east of Gravesend if it is to provide a proper alternative for the motorist. I shudder to think of the problems that will be caused if another crossing was to be built at Dartford.

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

I congratulate my hon. Friend on securing this important debate and echo some of his comments, particularly on air pollution in Thurrock. I am privileged to represent parts of that area. He talks about an additional crossing east of the existing crossing. Does he agree that both options A and C answer a question that was posed 10 years ago? We should broaden the debate and potentially look further east, and west into London, to resolve the issues.

[Gareth Johnson]

My hon. Friend makes an important point, and I pay tribute to his campaigning on behalf of his constituents on transport links in Basildon and Thurrock. As I understand it, the Mayor of London continues to assess the alternatives to the Blackwall tunnel, and that work is ongoing.

With the Dartford crossing, I argue that options D, E and F have been assessed previously and have been properly looked at. We are left with options A and C. My hon. Friend the Member for Gravesham (Mr Holloway) is a vociferous opponent of any crossing east of Gravesend. I disagree with that stance; I believe that there needs to be that alternative for the motorist, but we need a decision. We need something to be built as soon as possible, because the current situation is completely untenable.

--- Later in debate ---

[Gareth Johnson]

Even if we had 100 crossings at Dartford, we would still rely on a small geographical area that would inevitably be a pinch point. The only solution is to have another crossing east of Gravesham. I struggle to think of organisations outside of Gravesham that believe Dartford is the best location for another crossing. The organisations I have spoken to—outside of Gravesham—agree that there should be a crossing elsewhere and an alternative for the motorist. That is the way forward and it is the only way in which we will see real relief from the problems we have today.

[Stephen Metcalfe]

I am grateful to my hon. Friend for giving way and being so generous with his time. Does he accept that the danger with his approach of championing a crossing east of the current crossing is that we will still experience air pollution at the existing crossing and create a new area of air pollution to the east potentially coming into my constituency? Because both options A and C land in Thurrock, we will end up with pollution both in the west and the east of the borough. Would it not be better to move some of this to a wider extent and not concentrate it in south Essex?

[Gareth Johnson]

My argument is that if all the traffic uses one area, it inevitably leads to traffic hold-ups and increased pollution. The best way of dealing with pollution in an area is to relieve the congestion. The only way to properly relieve congestion in north Kent is to have another crossing away from Dartford—east of Gravesend —that gives motorists an alternative and ensures there is less chance than we have now of the horrific jams that we so regularly see in that area.