Minutes:
David Manning, the Development
Director began by introducing the other Highways England
representatives who were, Gary Hodge: Associate Director; and Chris
Stratford: Lower Thames Crossing – Stakeholder Engagement and
SoCG Advisor. The Highways England
Development Director began by stating the presentation would cover
the changes to the scheme since November 2017. He reiterated that
Statutory Consultation was now open and the first event would be
held on 16 October in Orsett Hall
Hotel, followed by 59 other events. He explained that the event at
Orsett Hall Hotel would be very busy,
but 46 members of Highways England staff would be there to assist
residents and answer questions.
The Highways England Development Director began by discussing the
traffic impact of the LTC and how it would improve traffic
management by reducing traffic at the Dartford Crossing by 14% at
the opening of LTC, rising to a 22% reduction within 15 years,
including a 25% reduction of HGVs. He went on to describe how
between September 2016 and October 2017 there had been 1,500
accidents at the Dartford Crossing which, on average, led to the
closure of one lane for 15 minutes, which created a ripple effect
across Essex and Kent. He described how there was a lot of traffic
pressure on local roads including the A127, A128, M25 and A12,
which often pushed cars and HGVs onto local roads. He then added
that Highways England were predicting
that without the LTC, Thurrock would see a 20% rise in traffic at
the Dartford Crossing, and a 40% rise in traffic along at the
A1089. In Highways England’s predictions, with the LTC
relieving traffic, the A13 would improve by 10-20%, and would stop
delays at the A1089/A13 junction. The Highways England Development
Director continued by stating that 27 million journeys would take
place across the LTC, and would not struggle with incidents like
the Dartford Crossing currently does. He felt it would also reduce
traffic along A1089, Dock Road, London Road, the A13 and M25.
The Highways England Associate Director
continued by urging residents to participate in the Statutory
Consultation. He stated that there had been six major
changes since the November 2017 design which were: three lanes in
each direction; changes to the route height; removal of the Tilbury
link road; a new rest area/ service station at Tilbury; changes to
the alignment of the route at Tilbury; and optimisation of the A13.
The Chair then opened questions to Members. The Business
Representative began by discussing the removal of the Tilbury link
road and how this would affect the port. He stated that as there
was only north bound access, south bound traffic would have to go
through the Manor Way which would cause lots of traffic as there
were between 6000 and 8000 vehicles per day. He felt that this
level of traffic should be directed to motorways as this would
reduce pollution in the borough. In addition, he felt that the
proposals did not fit with government policy. The Highways England
Development Director responded that with the proposed north bound
access, traffic would be improved by 50%, and south bound traffic
would be improved as there would be a reduction of vehicles on the
A13 and M25. He then discussed how there was not enough
infrastructure or demand in East Tilbury and Linford for a south bound road, but as the port was
growing there were future options to expand.
The Chair then asked Highways England if they felt that mistakes
made on East Facing Slips were being repeated, as the council did
not want to have to revisit the road in 20 years’ time. He
felt that as this was a circa £7 billion scheme, the cost of
the link road was very small in comparison, but the port was one of
Thurrock’s largest employers and major pieces of
infrastructure. The Development Director for Highways England
replied that there was not currently enough demand for a Tilbury
link road, but with the Local Development Plan there could be plans
in the future to extend the scheme.
The Vice-Chair then asked whether the Tilbury service area could be
moved as residents did not want it, as it would be illuminated for
24 hours a day. He stated that this service area would increase the
risk of COPD for residents. In addition, he mentioned that there
was no cut and cover, or deep cover, along any part of the route
apart from the M25 junction which was almost out of borough. The
Highways England Development Director answered that the rest area
was a part of the Statutory Consultation as Highways England wanted
feedback from residents. He further described that 65% of accidents
were due to driver behaviour, including fatigue and rest areas
could help prevent these. He discussed how the government proposed
to ban fossil fuels, so pollution would be reduced and the rest
area would serve as an electric vehicle charging point. The
Highways England Development Director then mentioned that the rest
area would also be a regeneration project as the site was currently
an old landfill and produced large quantities of methane gas, but
would become a place for wildlife. The Highways England Development
Director then discussed the issue raised of cut and cover, and how
the depth of the road had been reduced, although cut and cover was
too expensive to pursue.
The Thames Crossing Action Group Representative then discussed the
traffic along the A1089, which did not just include port traffic,
but also Amazon, Asda and residential traffic. She stated that
there would not be access to key infrastructure as residents would
have to drive to Stanford to drive back on themselves along the A13. The Highways England
Development Director replied that residents would not need to drive
all the way to Stanford, and traffic would be relieved along the
A13 and M25. The Chair then questioned what would happen to the 1.5
million cubic metres of spoil that would come from the project, and
hoped that it would not be discarded in East Tilbury. The Highways
England Development Director replied that no dumped spoil would be
left in Tilbury, and that it would be used for different projects
or given to people who needed it, for example to fill in abandoned
quarries. He also added that all spoil produced from the Lower
Thames Crossing would be treated before being used again.
Councillor Kelly then queried whether the removal of the Tilbury
link road would suffocate potential for growth for companies such
as Tilbury Two and Amazon who were based along the A1089. He felt
that as the link road had been designed as one lane, and now an
extra lane north of the A13 had been added, money was being moved
around the project. He felt that there was no justification for the
removal of the link road and the loss of potential growth because
of this. He felt that HGVs would be driven through the heart of the
borough if no link road was included in the scheme. The Highways
England Development Director replied that there was not enough
infrastructure on the local road network
to cope with a link road when Highways England had modelled both a
one and two lane road.
Councillor Sammons asked Highways England if they had visited East
Tilbury and the problems that could be caused by the railway line.
She added that the proposed service area would close off a section
of Station Road as traffic would be routed around the service area.
The Associate Director for Highways England answered that he
understood the issue, but there would be no connection to the rest
area over the railway line.
The Chair asked if Highways England could continue with the
presentation. The Highways England Development Director continued
that there were multiple reasons for the new proposal of three
lanes which were: a new traffic model had been used which
accommodated peak hour traffic flows; to give increasing support
when incidents occurred at the Dartford Crossing; and provide
additional reliability. He then moved on to discuss the
simplification of the A13 which had changed so at the A1089
connection to the A13, drivers cannot access the LTC from the
Orsett Cock roundabout. He then
discussed the eastbound A13 to southbound LTC; and northbound LTC
to eastbound A13 as these junctions had been removed as viaducts
would have needed to be built, and not enough traffic would use
these routes to justify this.
The Chair then opened to questions. Councillor Allen began by
stating his position remained opposed to the Lower Thames Crossing,
due to the poor air quality that would occur and the ecological
problems it would cause. He made the point that it would be a toll
road, so any money spent by Highways England would be returnable,
so they should get the project right by design. He asked what
Highways England proposed to do to improve air quality in the
borough, as there were no safe levels of particulates. The Highways
England Development Director replied that without the LTC the A13
and A1089 would become very congested, which would mean air quality
would not improve.
Councillor Pothecary asked why cut and cover had not been
considered and was not being used on the project. She added that
the money being saved by not using cut and cover, would have to be spent by the NHS in treating
COPD within the borough. She asked how Highways England had reached
the conclusion that HGVs would go through the LTC and not the
Dartford Crossing. She mentioned that there were lots of accidents
at the Dartford Crossing, and what would happen if accidents occur
on the LTC as traffic would then be pushed through Grays. The Highways England Development Director
replied that the budget for LTC would increase by 3-5 times if cut
and cover was included, and Highways England had a duty to spend
money efficiently. He added that using traffic modelling data from
mobile phone data usage, the demand was highest from the South East
to the Midlands, and the preferred route for this was across the
Dartford Crossing. He explained that due to the LTC and the
reduction in traffic, accidents at the Dartford Crossing would also
be reduced. Problems at the Dartford Crossing were due to a number
of factors, including the merging of numerous local junction, and
convoys happening up to every 15 minutes for 90 seconds. He added
that with the LTC, traffic would be reduced on the Dartford
Crossing so cars would have more room to merge, and therefore cause
fewer accidents. He explained that as the LTC would be a very large
tunnel HGVs, tankers and abnormal loads could all go through
without the need for convoys which stopped traffic.
The Associate Director discussed that road users could not join
onto the Orsett Cock roundabout and the
A1089 from the LTC due to the traffic weaving. He added that local
roads including Green Lane, Stifford
Clays Road, and Baker Street would be diverted, along with A1013
which would be diverted to west Orsett
Cock roundabout. He then listed other diversions to local roads
which were: Rectory Road A1013, which would go around the
showground; Heath Road, which would be moved west; Long Lane, where
a connection would be put in; and Hornsbury Lane, which would be deviated to cross
the Lower Thames Crossing. He confirmed that Brentwood Road would
remain unchanged. He added that the northbound LTC will be lowered
by 4 to 5 metres across the Mardyke and
false cutting up to 2 metres would be put in place. He then
described how false cutting worked, and the deeper cutting which
mitigate against the visual effect of
the scheme.
The Chair then opened the debate for members to ask questions. The
Business Representative began by discussing the assumption that
southbound traffic would be using junction 30, and how the
southbound traffic from the port, which equated to 9% of all
traffic, would access the port. He felt that by removing the
Tilbury link road, the LTC would stop traffic from the port
reaching Kent and Sussex, and would have a negative effect on the
Manor Way roundabout and junction 30. He mentioned that the LTC was
not taking into account port or business expansion, and the number
of businesses based around the A1089, and as the LTC would not be
open until 2027, these factors should be considered. The Highways
England Development Director answered that slip roads would only be
added where traffic would be reduced, and where expansion was
proven. He added that southbound traffic to the port would be able
to use the existing road network, which would be relieved by the
LTC and therefore increase the speed and reliability of journeys.
He also discussed how the relief on the Dartford Crossing and A13
would reduce journey times by 50%. The Resident Representative
discussed how close the service area would be to residents, and how
the slow moving or stationary traffic pulling into the service area
would cause an increase in pollution across the area. She felt that
light pollution would also be increased as the service area would
be operational 24 hours a day. The Highways England Development
Director replied that a service area needed to be provided to
manage driver fatigue along the route, but that they would look at
lighting and planting options.
Councillor Abbas then made the point that although Highways England
had met with 50 business and 25 community forums, the borough was
still against the proposals, and that Highways England should
listen to the Task Force suggestions and make plans made on these.
The Highways England Development Director stated that the public
events were important to gain feedback and would include all the
Statutory Consultation paperwork, including ‘easy read’
versions for young people and people with learning disabilities. He
reiterated the point that mobile units would be travelling around
the borough and information was on the website, as well as
Grays
library and Tilbury hub.
The Thames Crossing Action Group Representative discussed the
problems with electric cars, including the lack of green
electricity to power these cars. She also brought some problems
with the Statutory Consultation to Highways England’s
attention which included; the information points being
‘hidden’ on the website; Upminster being listed as
south of the river; and Gravesend being listed as north of the
river. She also felt that the LTC would not solve problems at the
Dartford Crossing as it would still be running over capacity.
Councillor Jefferies then discussed how pollution could be reduced
by cut and cover, as a six lane motorway was passing by some
villages including Ockendon. He felt
the cost of LTC would be small in comparison to the money that
would be spent by the NHS on problems caused by the motorway,
particularly with new housing developments being proposed in
Ockendon. The Highways England
Development Director replied that to add cut and cover would push
the LTC outside affordability.
Councillor Kelly asked three questions which were: if the service
station could be moved along the route to Gravesham; if electric
HGVs were included in the government’s proposal to ban fossil
fuels by 2040; and if the road was being built for tomorrow to
include proposed expansions of both housing and businesses. The
Highways England Development Director replied that Tilbury was the
best place for the service area as many of the operational
facilities for the road, including turnaround areas and plant
amenities were based in Tilbury. He also stated that the position
of the rest area on the route was up for discussion, and would take
into consideration responses from the Statutory Consultation. He
confirmed that HGVs were included in the government’s plan to
ban fossil fuels by 2040, and would be moving towards
electric.
Councillor Rice asked what permanent areas around East Tilbury
would be taken by Highways England, and which would only be taken
during the construction period. He suggested using tunnels as cut
and cover around large residential areas such as Chadwell St Mary, North Grays, Stifford Clays
and Tilbury, as the population of the borough is predicted to grow
by 300,000, and the LTC needs to be built to last. The Highways
England Development Director discussed how Highways England had to
talk to every landowner who would be affected by the scheme, and
would undertake environmental mitigation.
The Highways England Development Director then discussed how there
were currently 155,000 vehicles using the Dartford Crossing every
day, and if the LTC was not built, this would rise to 172,000 per
day. He added that if the LTC was built, traffic over the Dartford
Crossing would reduce to 132,000 per day, which would again rise to
155,000 by 2041.