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.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 29th October 2015 Commons Chamber

[Mr McLoughlin]

The hon. Gentleman is absolutely right about the academy at Northampton, which I visited a few months ago and which my hon. Friend the rail Minister opened just a few weeks ago. It will play an important role in upskilling, but it is not just about upskilling the state; it is about upskilling the whole industry and bringing it together. That is one reason I asked Sir Terry Morgan, the chairman of Crossrail, to co-ordinate an apprenticeships programme right across the transport sector.

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

8. What steps his Department is taking to support skills development to help deliver the Government’s transport infrastructure programmes.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

On 21 August, my right hon. Friend the Secretary of State for Transport announced the appointment of Terry Morgan, the chair of Crossrail, to develop a transport and infrastructure skills strategy. The strategy will help ensure that the transport industry has the right people with the right skills at the right time to deliver the Government’s unprecedented programme of transport infrastructure investment.

[Stephen Metcalfe]

I was recently fortunate enough to visit Prospects college of advanced technology in Basildon, which has created a unique partnership between engineering and construction companies to train the next generation of skilled technicians. May I invite my hon. Friend to look closely at its model and perhaps even to visit PROCAT, with a view to widening that range of opportunities across the whole country to give our young people the skills they will need to deliver our plans?

[Andrew Jones]

I will certainly look at the approach taken by PROCAT, and I would like to visit, because it is vital that colleges and universities work in partnership with employers to ensure that young people get the skills the industry needs. Skills are particularly crucial within the transport sector, as more and more skilled people are required. I will also highlight the work of PROCAT to Sir Terry Morgan as he develops our skills strategy.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 11th June 2015 Commons Chamber

[Stephen McPartland (Stevenage) (Con)]

2. What steps his Department is taking to deliver the road investment strategy.

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

5. What steps his Department is taking to deliver the road investment strategy.

[The Parliamentary Under-Secretary of State for Transport (Andrew Jones)]

The road investment strategy, published in December 2014, set out ambitious plans for £15.2 billion of investment in the strategic road network between 2015 and 2021. The Department created a new Government-owned company, Highways England, to focus on delivering this plan. Highways England published its delivery plan in March this year, setting out next steps for the schemes starting construction or completing by the end of March 2020.

[Andrew Jones]

I most certainly can. As part of the road investment strategy, the A1M between junctions 6 and 8—the Welwyn to Stevenage stretch—will become a smart motorway. I cannot provide an exact start date for construction, but the next step is the detailed design and planning of the scheme, plus consultation with the local community to produce the best possible scheme. That work will be taken forward by Highways England. My hon. Friend has long been a keen champion of this scheme, and I will make sure that he is kept fully informed of progress.

[Stephen Metcalfe]

One of the things my hon. Friend and I agree on is the need for additional Thames crossings, but we potentially disagree about the location. Will he confirm that, before any final decisions are taken, he will fully evaluate the effect of free-flow tolling on the current Dartford crossing? Will he also look at whether what is currently proposed answers the question that was posed more than a decade ago?

[Andrew Jones]

It is rare, and always a matter of regret, if I ever have any disagreement with my hon. Friend. There is no doubt that a new crossing is needed. There are encouraging signs that the Dart charge is already bringing some relief to congestion in the area, and I can assure him that its impact will be evaluated and monitored carefully. However, I have major reservations about the suggestion to look again at all the schemes, as I do not want to delay progress. It has taken 10 years to reach this point, and we do not want to blight any more homes. Highways England is developing options for both possible locations and will take those to a public consultation scheduled for late this year or early next. I will be happy to discuss the matter further with my hon. Friend.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 4th December 2014 Commons Chamber

[Mr Speaker]

I am bound to say that I always regard the right hon. Gentleman as an English classicist, and to my mind the pronunciation “skedule” is an Americanism that I would not expect of him.

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

Following the welcome introduction of free flow tolling and the Dart charge, a number of my constituents have experienced problems accessing the residents’ discount and transferring from the old system to the new. Will my right hon. Friend update the House on whether these are isolated incidents or whether there is a systemic problem?

[Mr Hayes]

I take your advice particularly seriously, Mr Speaker, as you know, but I did not want anyone to think that modernity was a foreign place for me, so I was adopting a little Americanism.

My hon. Friend is right to highlight the interests of his constituents, as he always does so forcefully. As these questions need to have a real and direct purpose, I shall set up a special line for my hon. Friend so he can feed into the system any concerns his constituents have. It will be a conduit by which he can articulate their needs and worries so that we can get this absolutely right.

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[Mr McLoughlin]

Yesterday my right hon. Friend the Chancellor made a number of announcements—indeed, he was criticised by some for putting too much in those announcements. As the hon. Lady will remember, I provided the money to move that scheme up to the next stage on the guide to rail investment process some time ago, and I await the outcome of that work.

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

T2. As a result of increased rail use, level crossings in my constituency, particularly at East Tilbury, are spending longer closed. Not only does that cause severe delays to traffic and commuters, it puts lives at risk. Will my right hon. Friend meet me and put pressure on the Treasury to make more money available to deal with level crossings?

[Mr McLoughlin]

A lot of work is currently being done with Network Rail and on that particular port and scheme. I will report back to my hon. Friend and ask for a direct report on that matter.

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.

Marine Navigation (No. 2) Bill

Stephen Metcalfe Excerpts

Friday 19th October 2012 Commons Chamber

[Jackie Doyle-Price (Thurrock) (Con)]

I pay tribute to my hon. Friend the Member for South East Cornwall (Sheryll Murray) for introducing the Bill. I do not think that anyone is unaware of how deeply she cares about the maritime industry and it must be a particular pleasure for her to introduce the Bill today.

It is fairly true that, as my hon. Friend said, many of the measures in the Bill appear arcane. That is because we do not see maritime Bills very often. For those of us on the Conservative Benches, that probably goes to prove that industries thrive best when Governments and politicians do not get in their way. Considering the maritime traditions of this country, it is perhaps a great surprise that we do not talk about them more often. I for one value hugely and am well aware of the maritime industry’s contribution to our economy, particularly in the area local to me in Thurrock, where the port of Tilbury and its associated shipping and logistics interests are so significant for jobs and wealth creation.

As my hon. Friend the Minister takes on his new responsibilities, I ask him not to neglect the maritime sector but not to get in its way either.

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

Does my hon. Friend agree that unlike airport capacity, with which we know we have a problem and with which we are trying to grapple, port capacity is growing rapidly in the UK? That shows the success of the sector. My hon. Friend will know that it is true because of the presence of the largest construction site in Europe next to her constituency in Thurrock.

[Jackie Doyle-Price]

My hon. Friend makes his point extremely well. I know he has been very proud to witness the growth of that new major port facility in his constituency. The emergence of that port further strengthens the role of the Thames and the estuary in our port infrastructure and the ports in my constituency are looking forward to its becoming functional. They do not view it as competition but think that it will strengthen the maritime sector overall. The interesting thing about my hon. Friend’s comparison with aviation is that a lot of heat has been generated about aviation capacity and, as we have said, the maritime industry tends to be neglected by politicians. Sometimes that is a good thing, but when the Mayor of London makes noise about the availability of the Thames estuary as a potential airport location, he has not thought about its impact on the maritime sector. I hope that the Minister and his colleagues in the Department for Transport will consider fully the impact on the shipping and maritime industries of their considerations about airport capacity in the south-east.

I want to focus on clause 7 and the provisions on port police. I draw the House’s attention to the Register of Members’ Financial Interests, which records that I am an unpaid adviser to the port of Tilbury police in my constituency. Six port police forces serve the ports of Dover, Felixstowe, Bristol, Liverpool, Tees and Hartlepool and, last but not least, Tilbury. The Port of Tilbury police are the second oldest police force in the country. It is the heir to the port of London Authority police force, which followed on from the Thames River police force, which was ultimately merged with the Metropolitan police. We are proud of our historic role in the development of policing in this country.

The point is that when we talk about port police, we are not talking about something separate from the established police forces that people recognise; we are talking about police constables and their powers. That is why clause 7, which will extend the jurisdiction of port police officers, is so important.

As I mentioned, the need for a change to legislation was identified back in 2008, so for me, the clause is extremely belated, and I am grateful to my hon. Friend the Member for South East Cornwall for including it in her Bill, particularly as the Bill contains a number of provisions; it is ambitious, and it is a tribute to her that she has included so many measures in it.

I am sure that many Members will be surprised to learn that there are separate port police forces. Perhaps it is worth reminding the House, and acknowledging, that there are a number of non-Home Office police forces in the UK. The most well known are probably the Ministry of Defence police and the British Transport police. The role of port police forces is to undertake policing activities in port areas. My local port police force in Tilbury polices an area the same size as the City of London. Those Members who have not been to a port may not realise that ports are big communities in themselves and do need a police function. Port police forces are funded entirely by the ports that they serve; they take no resource from the taxpayer.

The six ports with police forces account for more than 40% of the UK’s non-oil traffic, which means that those police forces are the guardians of millions of pounds-worth of traded goods every year. I mentioned that their responsibility is to police the port area. It is worth saying a little bit about exactly what kind of activity that involves. In the public’s mind, the presence of police in a port would tend to be associated with concerns such as drug smuggling, anti-terrorism and immigration control. Those matters are the responsibility of the UK Border Agency, Her Majesty’s Revenue and Customs and special branch, but the port police work in constructive collaboration with those agencies. That is additional support for Government activities—at, I emphasise again, no cost to the taxpayer. Although these constables are privately funded, they enjoy exactly the same rights, responsibilities and roles as any normal constable. They owe allegiance in a personal capacity to the Crown, and they are sworn in by local magistrates.

Clause 7 extends the jurisdiction of port police constables beyond the existing limit of one mile outside the port area. That one-mile jurisdiction is enshrined in the Harbours, Docks, and Piers Clauses Act 1847. I am sure that all Members of the House will recognise that our docks were very different places then. They were places of intensive employment, and faced lots of labour issues, more than anything else. Also, the goods coming into the docks would have been a lot less technical and valuable. The pattern of policing has therefore changed. The fact that there is less employment in ports means that crimes tend to be a lot more sophisticated. The suggestion that the crimes and activities that forces will be involved in can be kept within the realms of the port is an historical anachronism.

Looking at what else has happened in the more than 150 years since the 1847 Act, obviously, there have been changes in patterns regarding holding prisoners in custody and the provision of courts. The reality is that when port police officers are prosecuting offenders for crimes in the normal way, through the Crown Prosecution Service and the courts, most of them have to attend courts beyond that one-mile jurisdiction, and by definition, they then do not have their powers as constable while they are in court. It is a bit dangerous to highlight that issue, but the situation needs to be addressed. Having been the best kept secret, since 2008 the press in Dover have realised that the port police there often act beyond their jurisdiction. That fact is out there and needs to be dealt with. A matter addressed in the House can often be the best kept secret, so we can have a frank debate about it.

Port police officers have to travel all over England and Wales to attend courts, but do not have the powers of a constable when they do so. On occasion, officers have attended court, have been directed by judges to arrest people and have had to explain that they do not have the power to do so. It is important for public confidence that we deal with the issue. As port police officers travel outside their port in marked cars, they are a visible presence and the public expect those officers to act and intervene when something happens—for example, if they came across a scene of crime or disorder, or to stop drunk drivers. At present they cannot do so. We have been looking for an appropriate legislative vehicle to deal with this anomaly.

[Stephen Metcalfe]

Can my hon. Friend give the House any practical examples where officers have not been able to use their powers, whereas under the changes proposed in the Bill, they would have been able to intervene in a crime or misdemeanour and the outcome would have been different?

[Jackie Doyle-Price]

I have been told by the chief constables of both Dover and Tilbury police forces that on a number of occasions officers have been asked to intervene, particularly in episodes of disorder such as street assaults, while they have been out on patrol. In practice, their current status has not prevented them from doing so, but they well know that, if challenged, they would not be able to defend their actions in court. The proposed changes would put everybody on a more secure and legitimate footing.

In making the case for the change, I want to highlight the contribution that port police make to national policing priorities. Although port police are dedicated to serving the ports where they operate, they have, as I said, the same powers as other constables, and much of the work that they do in the port is indistinguishable from and complementary to that of Home Office forces. As was said before, they prosecute crimes in the same way as any Home Office force by sending files over to the Crown Prosecution Service with recommendations for prosecution. Let me illustrate that national contribution with a few examples.

The port of Dover police is the largest of our port police forces and its presence at a busy border crossing means that the Home Office relies heavily on services that it provides. The force’s officers often play a role in detaining people subject to football banning orders. They regularly intercept people with histories of violent crime who are attempting to travel. I am advised that in 2010 the port of Dover police arrested 180 people who were wanted by Home Office forces. That illustrates that they are very much part of the fabric of our police infrastructure.

Both the port of Dover and the port of Tilbury have automatic number plate reading systems installed at the ports, which are connected to the police national computer. As a result, nearly 700 vehicles were intercepted in 2010 by just those two port police forces. Almost all those vehicles had had their details circulated by the police national computer from Home Office colleagues across the UK.

In addition, the work of the port police complements that of the local forces. Many port police forces engage in traffic control outside their ports, for example, thereby preventing traffic gridlock as a result of vehicles queuing to get into the ports. It is also worth mentioning that in the event of a major incident, port police forces are ready to support their Home Office colleagues. From my own perspective, given the number of COMAH—control of major accident hazards—sites that exist in my constituency, they are a fantastic additional resource that the Essex police would be able to call on in the event of a major incident. I know that the port of Tilbury police value and attach great importance to their readiness to support them in serious incidents. It is also worth noting the contribution of the port police forces to our successful Olympics this year. They were very much part of the powers to combat terrorism and made a full contribution to public safety.

[Stephen Metcalfe]

My hon. Friend gives a glowing account of port police. Does she think that our ports would not be so well policed without them, and, if so, would she recommend that the new port being constructed in my constituency next door to hers by DP World, the London gateway port, would be best served by adopting its own police force, rather than relying on those supplied by the Home Office?

[Jackie Doyle-Price]

The power of the port police, as opposed to any other supplier of security provision or support, is that they have the powers of a constable. The strength of that, and the support that we give to our police officers, speaks for itself. The port in my hon. Friend’s constituency has reserve powers to create a force if it so wishes, and I would encourage it to do so. My experience of the port of Tilbury police is that, given the amount of high-value commercial activity in a port, there is every opportunity for serious and organised crime, which requires the expertise and dedication of sworn-in police officers to combat that effectively. To be frank, it will give a level of service that contract providers such as G4S would never be able to provide.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 12th January 2012 Commons Chamber

[Gavin Barwell (Croydon Central) (Con)]

4. What steps she is taking to improve road infrastructure.

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

10. What steps she is taking to improve road infrastructure.

[Julian Sturdy (York Outer) (Con)]

13. What steps she is taking to improve road infrastructure.

--- Later in debate ---

[Mike Penning]

I am always more than happy to meet colleagues, especially to discuss the A23, which is a much-improved road since the Hindhead link tunnel was opened. The stretch of the A23 about which my hon. Friend is concerned is mainly a matter for the Mayor, but I am more than happy to help in any way I can.

[Stephen Metcalfe]

The Minister is aware of the importance to the national economy of the Dartford crossing, and he is introducing plans to increase capacity. However, to get the maximum benefit from those improvements work must be done on junctions 30 and 31 of the M25. When will the Minister publish detailed, costed plans for those improvements, which are especially important given the developments that have taken place in the Thames Gateway?

[Mike Penning]

I can tell my hon. Friend the Member for Thurrock—[Interruption.] My hon. Friend the Member for South Basildon and East Thurrock (Stephen Metcalfe); I apologise for having got the constituency name wrong, but it is a long time since I stood for election in that part of the world. We are currently working on the costings for junctions 30 and 31. As my hon. Friend will be aware, the fantastic investment by DP World at the Gateway port means there will be work at junction 30, and we will publish proposals as soon as we can.

Oral Answers to Questions

Stephen Metcalfe Excerpts

Thursday 2nd December 2010 Commons Chamber

The Minister for Women and Equalities was asked—

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

1. What plans she has to increase the number of female company directors.

[The Minister for Equalities (Lynne Featherstone)]

I offer the apologies of the Minister for Women and Equalities to you, Mr Speaker, and to the House. She cannot attend questions today as she is in Brussels for a meeting of the European Union’s Justice and Home Affairs Council. The Under-Secretary of State for Work and Pensions, my hon. Friend the Member for Basingstoke (Maria Miller), who is responsible for disabled people, and I will endeavour to field questions.

Lord Davies has been appointed to consider how obstacles can be removed to allow more women to make it to the boardroom, and we will respond to his recommendations in due course. Measures that we are taking on positive action, flexible working and parental leave will also help address some of the barriers to progression that women face in the workplace.

[Stephen Metcalfe]

Having worked with my wife, my mother and my sister at board level, I am only too aware of the value that female directors bring to a company. What steps will my hon. Friend take to redress the balance of company boards tending to be predominantly male?

[Lynne Featherstone]

My hon. Friend is entirely right. Diverse organisations that reflect their customers offer better products and services as a result. In addition to appointing Lord Davies and implementing positive action, we are working with partners to encourage greater gender pay transparency. As I announced this morning, we will work with business to arrange for companies of 150 staff—not 250, as under the previous Government—to publish information that will allow people to understand their progression in the workplace.

Winter Weather

Stephen Metcalfe Excerpts

Thursday 2nd December 2010 Commons Chamber

[Mr Hammond]

I wonder about the hon. Gentleman’s commitment to localism. David Quarmby will be looking at the performance of local authorities, but it is for local authorities to decide on their gritting plan, and most local authorities will not choose to grit every residential side road and every footway. That is a decision for them, and it is for local communities to hold local authorities to account for those decisions. Our job is to make sure that local authorities are doing what they are committed to do on the strategic road network.

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

Will my right hon. Friend join me in congratulating all those who, despite the weather, have battled into work to keep our public services open and to negate the effect that this sort of weather can have on our economy?

[Mr Hammond]

I will indeed. It is very tempting at 6.30 am to look out of the window and decide to turn over and forget about it, so those who have battled with the elements and the disruption on the transport system to keep our public services going should be congratulated.