WHENEVER there are high winds, or an incident that closes the QE2 Bridge at the Dartford Crossing National Highways close one of the Dartford Tunnels to allow two-way traffic across the river.
Some may assume that if the proposed £10bn+ Lower Thames Crossing goes ahead this would solve these problems, and stop the tunnel being closed to allow the two-way traffic at the Dartford Crossing.
However, during the recent Lower Thames Crossing Development Consent Order (DCO) Examination National Highways confirmed that they still intend to close one of the tunnels anytime they close the QE2 Bridge.
With one of the Dartford Tunnels closed, and traffic building, many would soon likely start to try and migrate to the Lower Thames Crossing. But the examination documents also show that there would only be one single lane from the A2 coastbound onto the LTC, if it goes ahead.
Similarly, when there is an incident at the QE2 Bridge, traffic that comes off the M25 onto the A13 eastbound hoping to get to the LTC, would need to travel down to the Stanford/A1014 junction, and use the traffic lighted roundabout to then come back westbound on the A13 to get to the new LTC slip road, which would be just past (but not accessible from) the Orsett Cock/A128 junction.
National Highways suggest an alternative route coming off the M25 directly onto the LTC. However, the M25 at that point would be 5 lanes, and the LTC southbound until after the A13 junction would be 2 lanes.
Laura Blake, Chair of Thames Crossing Action Group who are opposed to the new crossing said:
“What is being proposed with the LTC is simply not going to solve the problems that we all suffer with due to the Dartford Crossing. It is clear that National Highways still intend to close one of the tunnels when they close the QE2 Bridge, even if the proposed LTC goes ahead.
It wouldn’t just be when the QE2 Bridge is closed, it would be any time there was an incident at either crossing. It is quite clear that there would not be adequate connections. It would just be more congestion, more pollution, and more chaos.
Not only that but also the Dartford Crossing would still be over design capacity, even if the LTC goes ahead, and independent assessment of official National Highways traffic modelling has also concluded that the Dartford Crossing would be back to today’s levels of traffic within 5 years of opening.
Put simply the proposed £10bn+ LTC would be hugely destructive and harmful, and is simply not fit for purpose. We need and deserve better, and there are better, more sustainable, more affordable alternatives.”
Whether or not the proposed Lower Thames Crossing is granted permission remains to be seen. The Planning Inspectorate who carried out the LTC DCO Examination have until 20th March to prepare and submit their recommendation to the Secretary of State for Transport, who will then have a further 3 months until 20th June 2024 to consider and make an announcement on whether the proposed LTC will be granted permission or not.
