Minutes:
The HE Development Director introduced the
presentation and stated that it presented the high-level changes
that had been made following statutory consultation in 2018. He
asked members of the public to come to the consultation events that
were being held across the borough and respond to the consultation
material. He stated that the government had rated the LTC as a Tier
1 project which meant it was a much needed piece of infrastructure,
as it would reduce congestion and delays on the Dartford Crossing,
but doubling river crossing capacity East of London. He commented
that the LTC would remove 13 million vehicles from the Dartford
Crossing in the first year of opening, and would improve the
reliability of the M25 and surrounding roads.
The HE Development Director moved onto discussing the proposed
tunnel which would hold the LTC, and stated that it would be the
third largest bored tunnel in the world, and would still not be at
capacity 25 years after opening. The HE Development Director
compared this figure to the Dartford Crossing which was opened in
1993 and had almost reached capacity by 1997. He added that the LTC
would provide better access for tankers and abnormal loads, as they
would not have to be escorted through in convoy. The HE Development
Director highlighted that 29,000 people had responded to the
statutory consultation in 2018, and as there were 16 questions per
response form, it had taken HE a long time to analyse them all. He
added that since the close of consultation the mobile information
unit had continued to visit areas across the borough and had
received 7000 visitors. The HE Development Director then
highlighted that since the close of consultation the team had been
on site conducting ground investigations, which would last for one
year, and were necessary to gather data such as soil quality, to be
able to submit the planning approval. He added that the design had
also been further developed to improve safety and reduce potential
accidents along the route.
The HE Development Director clarified that the current round of
consultation had started on 29 January and would last for eight
weeks, and members of the public could fill the response form out
online, or pick up a copy from the deposit locations. He added that
numerous public information events were also being held across the
borough, and questions could also be asked on the HE website. He
mentioned that the main guide to consultation could be viewed
online, or could be picked up from the foyer in the Civic Offices,
and the response form also had a section for members of the public
to add in any comments or concerns they might have.
The HE Development Director stated that there had not been much
change regarding traffic updates, but HE had received new HGV data
and port traffic data from government that had been included in the
traffic model. He also added that an update to the Environmental
Impact Assessment had been made, and it now focussed around air
quality, as well as landscape, bio-diversity and noise. The HE
Development Director added that a utilities update was also
included in the consultation as HE were working with the gas
network and National Grid to better manage the scheme and limit
service disruption and disruption to local roads. He stated that a
special guide to utilities and LTC could be found online, as well
as an easy read version. He commented that map books were also
available, including route maps, a high-level overview map,
land-use maps, and engineering plan maps which described areas such
as the proposed height of the route.
The He Development Director then outlined the consultation events
in Thurrock and stated that there would be five events across the
borough, the first being held on 21 February in the Civic Offices.
He added that a variety of technical experts would be attending to
answer questions, and the events would go on all-day and into the
evening. He added that a variety of events would also be held in
Kent, and residents from Thurrock could also attend these if they
wished. The HE Development Director described the mobile
information centre that would also be travelling around the borough
during consultation, and would hold four events. He mentioned that
due to comments made at statutory consultation, a new location had
been added in Stanford-le-Hope on 10 March, and this would be
publicised on social media, and advertised through Thurrock
Council. He commented that there were also five information points
across Thurrock which contained information regarding the scheme,
consultation documents, and response forms. He stated that
consultation closed on 25 March 2020 and all consultation responses
received by post, online or at public information events had to be
received by this date. He stated that once this consultation had
concluded, depending on the outcome, the project would then go to
planning stage, or go out for additional consultation.
The HE Development Director then outlined the high-level changes
that had been made following statutory consultation, and stated
that if members of the public had any detailed questions they could
talk to specific experts at the information events. He highlighted
the key concerns that had been raised by Thurrock residents during
the 2018 consultation and clarified the changes that had been made
to the scheme because of this. He stated that Thurrock residents
had showed concern for local connectivity to the LTC and clarified
that the A13 and Orsett Cock roundabout had now changed and were
connected to the LTC. He added that residents had also shown
concern over the visibility of the scheme, and because of this, the
proposed project would be better landscaped to hide the road from
wider view. He stated that HE were also looking at longer-term
investment to minimise local traffic impacts, and would try to
minimise disruption during the construction phase, as this would
last between five and six years. He added that HE were also looking
at ways to get the local supply chain involved from a variety of
fields, such as builders, caterers and recruiters.
The HE Development Director explained the changes that had been
made since statutory consultation to the north portal, and
clarified that the proposed Rest and Service Area (RASA) had been
removed from the plans, partly due to the local viewpoint that it
was not needed or wanted, and partly due to the strategic view that
the route was only 14 miles long. He stated that because of the
removal of the RASA, the junction at this point of the route could
also be removed, and the viaduct could be reduced by 1.1 metres. He
added that lorry movements would also be limited during
construction as spoil would be used to hide the scheme from view,
for local flood defence, and for landscaping on the north coast and
portal.
Councillor Spillman and Councillor Massey arrived
18.44
The HE Development Director moved onto discuss the green bridges
which had been added along the route, and highlighted that these
would protect the environment, maintain bio-diversity, reduce
visibility of the route, increase public access, and future-proof
the route for non-motorized users. He stated that since statutory
consultation some of the green bridges had doubled in size, such as
the Muckingford Road bridge. He added that four bridges would also
be used as green corridors, and footpaths along Brentwood Road
bridge would be separated from live traffic by hard borders. He
added that at the Chadwell link the route had been re-aligned 60m
north to remove the need to move pylons, and therefore reduce cost,
reduce the amount of work needed, and remove the likelihood of
power outages and disruptions. He added that at Muckingford Road,
the height had been reduced by 1.5metres, was largely in cutting
and false cutting, and would be below ground level He added that by
building green walls on this section of route, it would reduce
noise pollution and visibility of the route for local
residents.
The HE Development Director outlined the new proposals for the A13
junction and stated that slip roads had been moved and lowered due
to concerns from local residents. He added that Rectory Road would
now be the only road which would be above the A13, and every other
road would be tunnelled underneath using pre-formed concrete
tunnels. He commented that local access at the Orsett Cock
roundabout would also be improved as there would now be access onto
both the north and south-bound LTC. He commented that the
realignment of Rectory Road also had an impact on the showground,
as because of this change it no longer needed a road through the
middle and could be reinstated to its current usage after
construction. He added that HE would need continued access to the
showground due to high-pressure gas mains that were situated there.
He added that slip roads had also been realigned to give greater
priority to access to the north-bound LTC and port traffic, which
would increase safety due to the volume of traffic expected. He
commented that HE had been working closely with cyclists and horse
riders to improve shared facilities, and had therefore widened
footpaths along the route.
The HE Development Director moved further along the route and
described changes to the Ockendon Link. He commented that the
Mardyke Viaduct had been lowered 100m, but had gotten larger due to
the need to balance the flood plain with the size of the structure.
He stated that this section of the route needed residents comment,
as HE wanted to know what residents thought to the look of the
viaduct and visibility. He added that HE had currently used a
minimalist look to try and hide the viaduct, based on statutory
consultation responses, but this could change due to new
consultation responses. He explained that the next phase would be
detailed design and architects would be looking to pick out key
characteristics of Thurrock to use for design of the viaduct. He
added that further green bridges had been added at Green Lane and
North Road to ensure more meaningful access for non-motorized
users. He stated that the route had also been moved 200m to better
manage high-pressure gas mains and the nearby Ockendon landfill
site, which would reduce the programme for the scheme.
The HE Development Director described how traffic and connectivity
had largely remained the same, and commented that members of the
public could look at the traffic modelling data if they wanted more
information. He stated that the scheme would provide relief for the
majority of local roads in Grays, Tilbury and the westbound A13
when opened in 2027, as well as relief for the Dartford Crossing
and junction 30 at the M25. He commented that the eastbound A13
might see increased traffic flow, but a separate study was being
commissioned to look at traffic on the eastbound A13 to Pitsea, and
would work with the Department for Transport (DfT), Essex County
Council and Thurrock Council. He stated that HE continued to
pressure the government to continue the project and generate a
legacy, as the area was in need of infrastructure and support for
growth of businesses and housing.
The HE Development Director then moved onto discuss the
construction phase of the project, and commented that in 2018 it
was predicted that the construction of the project would mean an
extra 17,000 lorry movements per month, and this had been a concern
for residents during statutory consultation. He commented that
because of this HE had considered a variety of options to reduce
lorry movements, such as river transport and the re-use of spoil,
and had been able to reduce predicted lorry movements to 13,000 per
month. He explained that although this figure was still high, HE
would be working with Thurrock Council to develop a Code of
Construction Practice to reduce disruption and noise, and this Code
would form part of the Development Consent Order (DCO) and would be
a legal commitment. The HE Development Director described how HE
were also working with local businesses regarding employment and
had held business events across the borough in 2019, with more
planned for later in the month. He stated that they had spoken with
100 businesses from a wide spectrum of areas, such as travel
agents, recruiters and builders. He stated that schemes of this
size had to rely on local labour as there would be lots of demand
during construction. He added that HE were providing lots of
support for businesses that wanted to get involved, such as hosting
webinars and workshops.
The HE Development Director summarised and described the next
planned phases of the project. He explained that the high-level
business case had been submitted to government in December 2019,
which needed sign-off by the Secretary of State for Transport and
the Chancellor of the Exchequer. He stated that this business case
did not give HE permission to build or provide funding, as this
would only happen when the final business case was submitted in 18
months to two years’ time. He added that DCO would hopefully
be submitted later this year, and at this point marketing
engagement would also begin, depending on the outcome of
consultation. He added that the hope was to deliver the project in
2027, but before then the scheme would have to assessed and
examined by the Planning Inspectorate, with the recommendation from
this going to the Secretary of State for final agreement. He stated
that this would be a rigorous process as due diligence needed to
occur, but throughout this time, HE would continue to engage with
the public and hold mobile information events. He stated that once
the planning application had been granted in 2021/22, the aware of
main works contracting would take place, and there would be a
process of controls in place to ensure responsible delegation of
functions. He added that it would take roughly six months to ensure
all contractors and external partners understood there legal
obligations. He outlined the next phase of development which would
be tunnel excavation, which would be the longest construction phase
and would take approximately four to five years to complete. He
added that during the tunnel boring phase, work would also begin on
the junctions at the A13, M25 and A2, as the majority of these
could be completed offline, to ensure peak period capacity could be
maintained. He commented that some night closures would be
necessary for safety and build quality, and the HE Development
Director recognised the impact these could have on people’s
lives. He added that the projected opening for the road was 2027,
but additional consultation could still be required, and the
outcomes of the ground investigation were not yet known. He stated
that ground investigations could find low quality soil, heritage or
archaeology findings, which could delay the scheme.
The Chair opened the debate and asked what members of the public
could do to respond to the consultation, if they could not access
the internet. The HE Development Director replied that there were
consultation deposit locations in libraries and hubs across the
borough, as well as public information events where consultation
response forms could be collected. He added that at statutory
consultation, residents had felt there had been a lack of coverage
across the borough, so a new public information had been added for
this consultation round in Stanford-le-Hope. The Chair stated that
he had received a representation from a local resident in the
high-rise flats in Chadwell St Mary, who was concerned about the
proposed route coming within 500 yards of their house. The Chair
asked what HE were doing to protect communities living near to the
proposed route, particularly the Courtney Road estate and Orsett
Heath, from the noise and air pollution the route could cause. He
asked if HE were prepared to use cut and cover along the route to
protect people’s health, as Thurrock had the highest rate of
COPD outside London. The HE Development Director replied that the
route was positioned as low as possible in deep cutting, and the
alignment had been moved due to gradients. He added that enhanced
cutting would be used so the route could not be seen from ground
level if you were at the flats in Chadwell St Mary. He added that
the route could not be obscured from those living in higher levels
of the high-rise flats. The HE Development Director added that
wider structure had also been added to the route in Chadwell St
Mary, such as additional footpaths for non-motorized users. He
described how an Environmental Report had been carried out and
showed that 50m away from the route, the impact on air quality due
to the road had largely gone. He added that environmental experts
from HE would be attending the mobile events, so more detailed
questions could be answered there.
The Chair then questioned if important access roads such as Heath
Road, Brentwood Road and Hornsby Road would be closed due to the
scheme. He asked how the impact of this would be mitigated if they
were to be closed. The HE Development Director replied that Heath
Road and Brentwood Road would not be shutting as the alignment of
the road had been changed after statutory consultation. He added
that one of the proposals was to shut Hornsby Road, but HE wanted
residents viewpoint on this, as they better understood this impact
this could cause. He added that a live traffic count had been taken
of Hornsby Road, and this information had been shared with Thurrock
Council.
Councillor Spillman stated that he had received a representation
from residents living in Linford and East Tilbury, who felt that
during construction there would be increased lorry movements on the
access roads into and out of the town, as there were limited access
options. He felt that these increased lorry movements would cause a
bottleneck for residents, which would be compounded by the proposed
quarry in the area. He asked if HE would build new roads into East
Tilbury to manage LTC construction traffic, to ease congestion
which already built up due to the inconvenience of the railway
line. The HE Development Director stated that HE had received lots
of concerned residents representations regarding the proposed
quarry, and the affect this would have on Linford. He commented
that HE would try to keep lorries of the local road network, and
they would have a separate entrance from Tilbury Port to A1089. He
mentioned that lorry movements across the borough would be halved
by using river traffic, and HE were currently in discussion with
London Gateway and Tilbury Port to facilitate this. He stated that
internal haul road would also be used to avoid using local roads,
and spoil from construction would be used as false cutting near to
where it was taken from to reduce lorries carrying spoil across the
borough. The Assistant Director LTC
highlighted that during peak construction it would not just be an
increase in LTC lorry movements, but also an increase in commuters
as 800 people would be working on the site. The HE Development
Director responded that HE wanted to use local labour to reduce the
number of commuters, and the key access to the site would be at the
Port of Tilbury on the A1089. He stated that as well as this site,
there would be satellite construction compounds across the borough
to spread the workers out, and sustainable transport such as buses
would be used to pick up workers across the borough.
Councillor Spillman asked the temporary haul roads would go through
existing green-belt, and asked if the precise location of these
haul roads was available for the public to view. The HE Development
Director responded that the temporary haul roads were included in
the temporary land and corridors needed during the construction
phase, as well as the location for offices. He stated that if any
temporary haul roads passed through green-belt, then once
construction had finished HE had a duty to reinstate the green-belt
to the quality it had been beforehand to ensure no net loss of
bio-diversity. Councillor Muldowney asked a question on behalf of
Councillor Shinnick, and asked if HE had considered holding an
event in Ockendon, as the Brandon Groves event could not cover all
residents, particularly those that lived on the other side of the
town. The HE Development Director stated that he would look into
this suggestion and would write back separately. Councillor
Muldowney then asked if cycle ways that would be affected by
construction would be replaced. The HE Development Director replied
that it was the hope of HE not to lose any cycle networks, and
where any existing routes did cross the LTC, these would be
replaced and improved. He commented that HE were working with
Thurrock Council to ensure the LTC was multi-modal use and
footpaths could be widened where suitable. Councillor Muldowney
then questioned how the environmental impact of the route was being
managed, and if in future, the road could be used for electric
vehicles only. The HE Development Director responded that HE were
working with government to get predictions on the future use of
electric vehicles, particularly with the proposed ban on fossil
fuels, although this had not been legislated for. He stated that HE
wanted to work with Thurrock and government to ensure the route
could be future proofed for electric vehicles and other
technological developments.
The Resident Representative stated that Linford and East Tilbury
would not be able to cope with an additional 13,000 HGV movements
every month, and asked how drivers and lorry companies could be
controlled to ensure they did not speed or drive dangerously. The
Assistant Director LTC replied that Thurrock Council were working
with HE on the Code of Construction Practice, which would be
enforced by the Council. She added that although the detail of this
still needed to be agreed, it would sit within the control of the
Council. She commented that as the Code would be agreed at DCO, it
would a criminal offence to breach it, which would receive a
minimum £25,000 fine, or unlimited fine if taken before Crown
Court. The Resident Representative then asked if the movement of
the road 60m northeast had been to save money due to the location
of the pylons, and it had moved the road 60m closer to the
residents of East Tilbury. The HE Development Director stated that
this proposal was one being considered by the current consultation,
and residents could have their say by filling out the consultation
response document. He stated that if the power lines had to be
moved it would increase disruption for residents as it would lead
of power outages. He commented that additional mitigation would be
done to protect the residents, as at planning stage every decision
would need to be justifiable.
Councillor Jefferies agreed with Councillor Shinnick’s
request for an additional consultation mobile event on the other
side of Ockendon. He felt that the route would provide no benefits
for the residents of Ockendon as they would be in the middles of a
‘toxic triangle’ of the LTC, A13 and M25. He stated
that residents would be circled on all sides by major roads, as
well as the landfill site, and asked if the route could go into a
tunnel when it passed near Ockendon. The HE Development Director
stated that if residents felt that mitigation did not go far
enough, then this should be included on their consultation forms.
He added that the green bridges along the route would be the second
largest in Europe, and significant investment would be taken to
ensure walkers, horse-riders and cyclists could benefit from the
route.
The
Thames Crossing Action Group (TCAG) Representative asked if the LTC
would be classified as a smart motorway by HE, and also asked how
the M25/A13 southbound LTC junction would go from five lanes down
to two, as this would cause significant bottlenecks, particularly
when there was an incident on the Dartford crossing. The HE
Development Director replied that HE were still in talks with
government regarding the classification of the road, and it would
either be classified as a motorway or an all-purpose trunk road,
and this would be decided at the planning application stage. He
responded to the TCAG Representatives’ second question and
stated that there would be reduced demand on the LTC/A13 southbound
so only two lanes would be necessary. He mentioned that incidents
on the Dartford Crossing that led to closure only happened on
average of six times per year, but the environmental footprint of
the route had to be balanced against the route capacity. He stated
that increased capacity at this point in the LTC would hold traffic
in Thurrock, and could cause lots of other bottlenecks on local
roads, compared to current proposals which would spread traffic out
over the network. The Assistant Director LTC added that the route
could not be completely future-proofed as all decisions had to be
justified as necessary, particularly when HE had to use Compulsory
Purchase Orders, so if there was only a need for five lanes during
occasional incidents, it would not be agreed at DCO. The TCAG
Representative felt that HE should have a duty of care to ensure
that traffic could migrate easily onto the LTC, but there were
currently not enough adequate connections. She felt that incidents
occurred at the Dartford Crossing more than six times per year. The
HE Development Director responded that incidents would reduce at
Dartford once the LTC had opened as reliability would improve, the
number of HGVs would decrease, and the number of abnormal loads
convoys would also decrease. He added that traffic modelling data
showed a relief on local traffic once the LTC opened. He stated
that currently 200,000 vehicles used the Dartford Crossing per day,
when capacity was only 125,000, so incidents would reduce.
Councillor Massey stated that
residents of East Tilbury already felt worried regarding the access
that would be needed for LTC construction lorries. He asked if a
detailed 3D model or physical model would be produced for areas
along the LTC, particularly the new proposals at Muckingford Road,
or if a model could be produced that would show the view from
residents homes of the proposed road. The HE Development Director
replied that as this was only a small consultation, those graphics
would not be produced, but would be available at the planning
application stage. He added that the static images would be blown
up and on display at the public information events, as well as
engineering viewpoints. He stated that some feedback from residents
highlighted their concerns over the proposed height of the route
and clarified that the numbers shown were the height from sea-level
rather than ground-level.
The Chair asked why the route could not be placed further east, for
example on Canvey Island, as that location had routes onto the
A130, A12, A120, M11, A14 and A1/M1. The HE Development Director
stated that consultation response forms had a section at the back
for any other comments, and comments about the route location could
be raised there. He added that there may be future crossings
further East due to growth in South Essex, but one of the reasons
for the proposed location of LTC was to reduce East to West travel.
The Chair felt that the proposal was London-centric and added that
with the advent of climate change, more incidents may occur at the
Dartford Crossing due to increasingly periods of high winds and
heavy rainfall.
Councillor Spillman commented that congestion on the Dartford
Crossing were predominantly northbound, with the majority of the
A13 running freely. He felt that the proposed LTC roundabout at the
A13 would create pinch points along the A13, and would affect the
quality of life for people living in Stanford-le-Hope, East Tilbury
and other areas around the borough. The HE Development Director
replied that the route would be rigorously tested at examination
phase. He added that members of the public and Councillors could
also make representation to the Planning Inspectorate. The
Assistant Director LTC added that HE had to meet the standards of
as responsible promoter, by meeting the standards laid out in the
National Policy Statement (NPS) and Environmental Impact Assessment
(EIA). She felt this bar was relatively low when considering the
affect the route would have on people’s lives, and there was
a gap in the duty of care between policy standards and the moral
responsibility towards residents. She felt that this difference was
not necessarily the fault of HE, and was a systemic and policy
fault. She explained that companies such as National Grid took a
different approach to HE and took social responsibility for their
projects by attaching a moral value.
Councillor Spillman asked how the route would benefit people living
in the East of the borough, as he felt the majority of mitigation
was planned for the West. The HE Development Director replied that
by the time the LTC was completed in 2027, traffic would have
increased across the borough, particularly east to west traffic due
to port expansion and traffic using the A1089. He felt that without
the relief provided by LTC, this traffic increase would increase
delays and journey times. The HE Development Director clarified
that there would be hotspots for traffic in the East of the
borough, but HE had been open and transparent and were working on
solutions. He added that HE were currently lobbying for further
schemes to improve traffic across south Essex.
Councillor Muldowney asked what developments had occurred regarding
the Health Impact Assessment (HIA), as a briefing note had been
provided to the Task Force, but no updates had been received. The
Assistant Director LTC replied that she felt the HIA was moving at
a relatively slow-pace, although meetings were still happening
quarterly, with the next meeting planned for the end of February.
She stated that the CIPHAG meetings had currently agreed
methodology and the approach for the HIA, but added that the work
needed to increase in speed to ensure the HIA fed into the PEIR.
Councillor Muldowney felt that as Thurrock had increased health
inequalities compared to other boroughs, and increased rates of
COPD, the HIA could help to mitigate the potential health effects
of the route. She asked if an update could be provided on the HIA
to the Task Force, to which the Assistant Director LTC
agreed.
The TCAG Representative asked if HE were planning to send leaflets
to houses to inform them of the mobile information events, as not
everyone had internet access. She also asked if the large amounts
of mud on Brentwood Road were due to HE archaeological surveys. She
added that there had been problems with HE ground investigation
lighting blinding oncoming drivers, but this had been dealt with.
The HE Development Director replied that leaflets had been dropped
to 4000 houses as they were affected landowners, but he would
double check regarding a general mobile information event leaflet
drop. He stated that the mud on Brentwood Road presented a concern
and would be looked into. The Assistant Director LTC added that a
meeting was due to take place with Thurrock Council officers
regarding the planned survey works, so would highlight the problem
of mud on Brentwood Road during this meeting. The TCAG
Representative explained that she had also received feedback on HE
recruitment events and had received mixed messages from the
attendees. The HE Development Director responded that HE received
feedback on their recruitment events, and would look into these
concerns.
The Resident Representative asked if the proposed route had been
finalised, and queried why the route further east, which linked
with the A14, had not been considered, as this could be put in a
tunnel for its entirety and not affect peoples lives. The HE
Development Director replied that during traffic modelling, an A14
route further East only provided short term traffic relief, and had
been shut-down by the Treasury as it did not provide value for
money. He added that the current proposed route improved journey
times for a variety of local and major roads. The Assistant
Director LTC stated that HE needed to balance a combination of
measures, for example environmental concerns, and asked why no
public transportation links had been proposed for the route. She
also asked for clarification regarding construction hours, as these
were listed as 7am-7pm with an hour either side for site set-up and
closure, and queried whether these were during weekends and during
all seasons. The HE Development Director replied that talks were
currently underway with bus companies, as journey times for buses
would be improved on arterial roads due to the LTC. He added that
the route would be future-proofed for non-motorized users, and
would contain extra capacity for electric vehicles and digital era
cars. He explained that the tunnel would also include information
and signage for drivers which would warn about incidents and
emergencies along the route. The HE Development Director added that
HE were also considering rail links through the tunnel to cope with
the increased use of rail freight. The HE Development Director then
answered the question regarding construction hours, and stated that
7am-7pm was the maximum working hours, which had to be included in
the planning application. He stated that some sections of the route
were far away from residents’ houses, so these hours would be
adhered to, but construction hours would be tailored when work
commenced near residences. He clarified that the construction hours
would be included in the Construction Code of Practice and will
limit disruption to members of the public.
Councillor Muldowney described how an accident had occurred along
Brentwood Road during the time the HE security lights were blinding
drivers, and although the police had not yet linked the two, the
Councillor felt it was worrying. She asked how residents could
contact HE directly if they serious concerns. The HE Development
Director replied that HE had a 24-hour hotline that could be used
if drivers were in distress or safety issues occurred. The
Assistant Director LTC added that she felt the hotline was not very
efficient as it could take days for a response, and asked if a
dedicated email address could be set-up which would be actively
monitored. The HE Development Director replied that during
construction phase a dedicated email address would be set-up.
The Chair then queried the cost of the scheme, and asked how much
it would cost to put cut and cover along the entire proposed route.
The HE Development Director replied that introducing cut and cover
along the entire route would cost HE between six and twenty times
more than the current scheme, which would push the scheme outside
the budget envelope, and potentially shut the project down. He
stated that the LTC would solve problems that currently occurred at
the Dartford Crossing, and would reduce journey times across the
borough. The Chair stated that there was concern across the
borough, particularly in East and West Tilbury and Linford, and
asked for the exact costs of additional cut and cover, as he felt
that a price could not be put on peoples’ lives, particularly
with the high rates of COPD in Thurrock. The HE Development
Director stated that he would take the question away and reply in
writing. The Chair highlighted that the Task Force would speak to
the boroughs MPs, Prime Minister, and Secretary of State, to ensure
the necessary safeguards were in place for residents of both
Thurrock and Kent.
Councillor Spillman asked HE how the commitment to using local
labour would be formalised to ensure that local people and
businesses were employed. He asked if LTC workers would be
subsidised to ensure money was spent in Thurrock businesses. The HE
Development Director replied that he felt use of the local labour
force was important to the success of the scheme. He explained that
employment law meant that HE could not mandate just local workers
for the scheme, but HE were working to ensure that local businesses
had the opportunity to participate in the scheme. He highlighted
that HE were currently promoting local supply chain events, which
offered free training for employers, and ensured they had the
correct 49 policies in place which would allow them to work on the
scheme. He described how all contractors that worked for a
government agency on a scheme such as the LTC needed a variety of
policies in place, such as sustainability and anti-slavery policies
before they could be offered contracts. He stated that free
training would be offered to help businesses write these policies,
and these training sessions had already proved successful on the
A14 scheme. The Assistant Director LTC added that to secure DCO,
there were limits that HE had to follow in regard to local labour.
She felt that although HE were making efforts for training, it was
slightly late, as current school leavers would need training now to
ensure they had the right skills to work on the project. The
Assistant Director LTC highlighted that Thurrock currently had low
unemployment levels, which would mean that some workers would have
to travel into the borough, and would therefore need accommodation,
which would be difficult to provide due to the shortage of houses.
Councillor Spillman stated that although employment was low, many
people in Thurrock were on minimum wage jobs, and asked what
training would be provided to upskill those people, such as
apprenticeships. The Assistant Director LTC replied that
discussions were taking place, and Thurrock Council officers were
attending workshops to set-up the necessary apprenticeships. The HE
Development Director added that central government mandated that 5%
of all workers be apprentices, and HE would be working with the
Port of Tilbury to ensure that apprentices and workers could
continue working once the scheme had been completed. Councillor
Spillman felt this was positive as, due to the scheme length, it
would allow new apprentices to become qualified by the time the
scheme was finished. The Assistant Director LTC asked if the Task
Force could see statistics regarding workers from the A14 scheme,
and the HE Development Director replied that HE could share video
testimonies from current workers.
The Chair welcomed the news that the proposed RASA would be moved
away from Tilbury, and asked HE to consider a site near Brentwood
on the M25, as it was before the Thurrock Services and the junction
with the LTC. The Assistant Director LTC clarified that this area
has been considered by HE, but was designated as a new employment
centre by Brentwood Council. She added that it was not under the
remit of the HE LTC team to decide the location of the RASA, and
was decided by the HE policy team. The HE Development Director also
responded that numerous areas had been considered for the RASA, but
they had to be located roughly every 26 miles.