Lower Thames Crossing supplementary consultation - Changes to the route - North of the river in Thurrock and Essex

Closes 25 Mar 2020

Opened 29 Jan 2020

Overview

Changes to the route - North of the river in Thurrock and Essex

Previously proposed Tilbury junction

The significant changes we’ve made in this section of the route are shown below:

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Northern tunnel entrance redesign – the northern tunnel entrance will remain in the same position, but the distance between the northbound and southbound tunnels has been narrowed, reducing the footprint of the project. We are proposing two private maintenance and access roads, both of which connect the LTC and Station Road in East Tilbury, and provide access to the tunnel control building.

Removal of the rest and service area and maintenance depot - having considered the benefits, the environmental impact and the views of consultees, we have concluded that it is not necessary to include the rest and service area in our proposals, but it would be beneficial for one to be located in the vicinity of the LTC.

Highways England will be working with service area operators, the haulage industry and road user groups to consider the most appropriate location for any further service area provision on the Strategic Road Network. Any facility proposed in the future would need planning consent from the local planning authority.

Removal of the previously proposed Tilbury junction – as we are no longer including a rest and service area or maintenance depot in our proposals, there is now no requirement to have a junction at Tilbury. For this reason, the junction has been removed from our proposals, allowing the route here to be redesigned to reduce costs and impacts. As the junction is no longer required, there is no need for the connecting slip roads.

Access to the tunnel control building has been retained. We have also made sure there is access to the LTC via Station Road for maintenance, operations and emergency vehicles, and maintenance vehicles can turn around if there is an incident in the tunnel.

Tilbury viaduct length reduced – removing the Tilbury junction also means that we can reduce the length and height of the viaduct over the Tilbury Loop railway and Station Road. Removal of the junction has enabled us to reduce the length from 1,100 metres to 660 metres, and the height from a maximum of 12.5 metres to 6.8 metres. Changes to the viaduct will reduce both the cost and visual impact. The viaduct design also allows Station Road to remain as it is, with construction taking place overhead.

Due to the design changes in this section, we have modified our proposals for the provision of compensatory flood storage areas:

  • Two further areas have been added south of the railway line. These would allow a reduction in the amount of excavation required to the north of the railway line, and would reduce the work required to build the flood compensation areas in this location.
  • The area identified during statutory consultation, north of the Tilbury Loop railway, has not changed.

Have your say
To comment on the changes to the route around the previously proposed Tilbury junction answer questions 1c and 1d in the response form.

North of the river in Thurrock and Essex - Tilbury proposals

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Tilbury images

 

Our landscaping proposals have been developed to mitigate the visual impact of the crossing’s permanent above-ground infrastructure. The tunnel entrances are a relatively short distance away from each other but the environment and landscape at each site is quite different.

In the north there is flat, open marshland close to the river.

At the northern entrance, we would reflect the existing flat, open landscape by creating new earthwork landforms along the River Thames. The earthworks would provide wide-ranging views out towards the Thames Estuary and be reminiscent of the historic coastal defences found within this stretch of the river. The landforms will use the excavated material from the tunnel, and will be restored for grazing agricultural use, in keeping with the existing land use.

Tilbury images - East Tilbury/proposed Tilbury junction

 

Tilbury images - Tilbury Power Station

 

Tilbury images - Muckingford Road

 

Tilbury images - Station Road

 

A13/A1089 junction

As a result of feedback received during statutory consultation, and further design investigations, we have made changes to the layout of the A13/A1089 junction. The changes we are proposing move roads away from properties and from the area to the southwest side of the junction. They are also designed to improve the safety of motorists passing through the junction and to reduce the impact of construction.

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In line with feedback received from some consultees, the changes also help accommodate new routes for walkers, cyclists and horse riders (which is covered in detail in section 5) and improve connectivity for emergency vehicles.

Some of the main changes include:

  • Adding a local link road north of the A13 for a connection from the LTC to the Orsett Cock junction, to reduce traffic and the number of lanes on the A13 within this section.
  • Modifying the location of the connection roads from the A13 westbound to the A1089 southbound, reducing the visual impact and moving the route away from local properties.
  • Separating the connection roads from the A13 and A1089 to the LTC to make it easier for drivers to join the route.
  • Changing the alignment of the A1013 so it is closer to its existing position.
  • Moving the A1089 northbound to LTC northbound slip road further north to reduce the impact on Treetops School.
  • Moving the A1013 on the west side of the A1089 to allow the new bridge over the A1089 to be built off the local road network.
  • Moving the route to the south of the A13 and east of Chadwell St. Mary approximately 60 metres closer to Linford. This would avoid having to move some overhead cables and pylons.
  • Closing part of Hornsby Lane permanently, with areas provided for turning either side of the LTC. Alternative access would be via Heath Road or the A1013. This closure would avoid having to move some overhead lines closer to Chadwell St Mary.
  • Removing the Rectory Road diversion shown during statutory consultation so the alignment follows the existing Rectory Road.
  • We have identified two potential locations for the relocation of the travellers site. One is adjacent to its current location with access off Long Lane, the other is further to the west along Long Lane opposite the junction with Kerry Road. These locations are shown in the Map Book 1: General Arrangements.

Have your say
To comment on the changes to the route around the A13/A1089 junction answer questions 1e and 1f in the response form.

North of the river in Thurrock and Essex - A13/A1089 junction proposals

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A13/A1089 junction connections

The maps below show connections that can be made from the A13/A1089 junction shown previously.

(Click on the icons to view the information.)

 

A13/A1089 junction connections

The table below shows the connections to and from the A13/A1089 junction.

How to read this table: Find your starting point or location in the left hand column then look along the columns to see which direct connections you can make.

Starting location Your direct connections LTC northbound LTC southbound A1089 southbound A13 eastbound A13 westbound
LTC northbound    
LTC southbound    
A1089 northbound  
A13 eastbound    
A13 westbound ✔* ✔* ✔*    

* Not from Orsett Cock roundabout.

A13/A1089 junction images

 

A13/A1089 junction images - Orsett Cock roundabout

 

A13/A1089 junction images - Hoford Road

 

LTC/M25 junction

Revisiting the LTC design between the M25 and the A13 junction has ensured that, in line with issues raised during statutory consultation, the project provides improved value for money and can accommodate enhancements to the walkers, cyclists and horse-riding network. Reducing the number of lanes from the M25 to the A13 junction lessens the overall impact on land and the environment while providing the right level of road capacity for the forecasted traffic demand. Similarly, by realigning the route near Ockendon, we can avoid diverting a major gas main. Developing the design of structures used for the Mardyke crossing reduces the visual impact and volume of flood compensation required in this area.

More Information

The main changes we’ve made in this section of the route are shown below.

M25 to A13 southbound
One lane has been removed southbound between the M25 and A13 junctions. Our traffic modelling predicts that a significant proportion of traffic travelling southbound on the LTC will join from the A13 junction, so fewer vehicles will use the route between the M25 and A13. We have therefore reviewed our plans and reverted to our previous design featuring two lanes southbound between the M25 and A13 junctions.

By making this change, we can reduce the amount of land required for the LTC on this section, lessen our environmental impact and offer better value for money by only providing the capacity required.

A further benefit is that we no longer need to realign Ockendon Road or make changes to the bridge where the road passes over the M25.

Routing through the Mardyke
As the road is in a flood plain it needs to be elevated. We have further developed the design in this area and are proposing changes to the structures crossing the Mardyke River and Golden Bridge Sewer, and the Orsett Fen Sewer. Overall, we have increased the total length of the viaducts in the area by approximately 50 metres. This change will increase the open aspect and it will also reduce the volume of flood compensation required in this area.

The route has also been moved approximately 200 metres southwest to reduce the impact on the environment and gas main/ landfill works in the area.

The height of the LTC and North Road
The LTC has been lowered by two metres and, as a result, North Road has also been lowered by two metres. This will reduce the visual impact and help with drainage.

We have also added various improvements for walkers, cyclists and horse riders to enhance connectivity to the wider network. Some detail is provided on the maps here and more information can be found in section 5 of this guide.

Due to the design changes in this section, we have modified our proposals for the provision of flood compensation areas:

  • We have reduced the overall amount of flood compensation areas proposed alongside the Mardyke, close to the M25.
  • The two areas identified during statutory consultation near to the Orsett Fen have not changed.

Have your say
To comment on the changes to the route around the LTC and its junction with the M25 answer questions 1g and 1h in the response form.

North of the river in Thurrock and Essex - LTC/M25 junction proposals

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LTC/M25 junction images - Mardyke Valley

 

LTC/M25 junction images - Mardyke trail

 

LTC/M25 junction images - North Road

 

LTC/M25 junction images - M25 and Ockendon Road

 

M25 junction 29

Some minor changes have been made to the layout at junction 29 of the M25 to reduce the amount of overhead cable diversions in the area.

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The junction
approximately 580 metres, which means we no longer need to make changes to the bridge over the M25 near Folkes Lane.

The segregated turning lanes at the junction have been moved closer to the roundabout to reduce the footprint of the project and the impact on utilities.

Rail underbridge
The bridge for the junction 29 link road has been raised by approximately 1.6 metres to match the height of the existing bridge over the Upminster to Shoeburyness railway, which carries M25 traffic. This has created the necessary clearance above the railway line.

Have your say
To comment on the changes to the route around the M25 junction 29 answer questions 1i and 1j in the response form.

North of the river in Thurrock and Essex - M25 junction 29 proposals

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M25 junction 29 images

 

Continue to the next section: Section 4: Property and landowners

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