§ 10.4 p.m.
§ Mr. Sydney Chapman (Birmingham, Handsworth):I am grateful for this opportunity to raise the important subject of the delay in the completion of the M6 Motorway between Great Barr and Castle Bromwich, on the north-east boundary of Birmingham, including the Aston Expressway, and its likely consequences for Birmingham.
This is more than a parochial problem, because it concerns the very heart of our motorway network system. I am very conscious, Mr. Deputy Speaker, that it would be much easier to explain the problem with a map, an A-Z guide or 487 other visual aid, but I know that I would be out of order were I to produce one. I shall therefore have to try to explain what I believe to be a unique problem in terms which may be clearly understood by hon. Members who may not live in the area.
Later this month an 11-mile section of the M6 will be opened—from Ansty, on the north-east boundary of Coventry, to the M6 junction with the M1 motor- way at Catthorpe. When this stretch is opened it will leave one remaining 7.6 mile stretch between Great Barr and Castle Bromwich unopened—the missing link, as it has been described, of an otherwise continuous motorway from the north of London to Carlisle, a distance of over 300 miles.
It was intended to open both of these remaining stretches simultaneously, but the opening of the final link has been delayed because of the need for safety checks on the steel box girder bridges, a system of construction that has caused some concern. My point is that this delay is likely to have the most serious consequences for people and traffic in the West Midlands.
To understand this problem it is necessary to explain the major routes of traffic now and the major routes of traffic there will be after the penultimate stretch from Ansty to the M1 is opened. At present, traffic going from London to the West Midlands tends to go by one of two routes. The first of these routes is up the M1, on to the M45, then along the A45 and onwards to Birmingham. The other is up the M1, the M45, then turn east of Coventry and down that stretch of the M6 that is open, and thus to Castle Bromwich.
Traffic from London going to the North-West and the great conurbations that exist there has a choice of three routes; the two already mentioned, though turning to the right before reaching Birmingham, and a third, the M1 and the A5. and then joining with the M6, which has the advantage of keeping the traffic well away from the environs of Coventry and Birmingham.
What is certain is that when the Ansty to Catthorpe section is open later this month—and the Minister may care to say whether a definite date for the open- 488 ing has been fixed; rumour says 15th November—nearly all the traffic going from London to the West Midlands or London to the North-West will proceed up the M1, on to the M6 and then to the outskirts of Birmingham where, if I may say so, it will tend to come to an abrupt stop. It is no exaggeration to say that it will then disgorge itself on to narrower and inadequate roads. It is almost incidental but important for me to say that as traffic is a two-way thing, the problem will be exactly the same in reverse for traffic from the North-West or the West Midlands down to London.
To say the least, this is a prospect causing deep consternation to many people who live in the area. Perhaps the best and most favourite advice that Ministers of Transport gave to motorists in days gone by was to remember the three Cs—care, courtesy and consideration. It is no exaggeration to say that unless special provisions are made, in that part of the West Midlands this winter there will be chaos, confusion and casualties. My purpose in raising this matter on the Adjournment is to express the hope that my hon. Friend will answer certain questions and announce the special action which will be needed to reassure many people.
I have four series of questions. The first group concerns the steel box-girder bridges. What is the minimum time in which the testing of these steel box-girder bridges can be undertaken? Perhaps my hon. Friend could say how many bridges are involved. What is the nature of the testing? What are the professional consulting civil enginering resources being brought to bear on this problem?
I hope that I do not appear selfish— because this is an exceptional circumstance—but is it possible for this programme of testing the steel box-girder bridges to be expedited, even if it means delay elsewhere in the country, because the situation is of such critical importance on this section of the motorway that it may deserve just that?
My second question is whether it is necessary for this stretch of motorway between Great Barr and Castle Bromwich to remain completely closed pending the testing of these bridges. For example, is it not possible to have at least some, if not all, of the six lanes open on that 489 stretch of motorway? Or is it possible for at least some vehicles to use the motorway, if not all, perhaps defining them by weight or load? In other wards, is it possible for some or all vehicles to use this stretch of motorway, which is completed in every other respect, perhaps if they conform to lower speed limits? My civil engineering friends tell me that if a bridge can support vehicles safely, it can support them up to at least 30 m.p.h. without any damage or stress to the construction of the bridge.
I come to my third series of questions —if my hon. Friend has not already got indigestion. What steps do the Government and the local highway authorities intend to take to lessen the congestion, alleviate the pollution and minimise the number of accidents, if it is necessary to keep this stretch of motorway closed? I am reliably informed that an extra 1,000 vehicles an hour—I am told that that is a conservative estimate —are likely to pour on to the lesser road as a result of this stretch remaining closed.
There are three roads or groups of roads which are of critical importance here, to which special provision and attention will have to be given. The first are the roads from Castle Bromwich into Birmingham. This is a subject of concern to the hon. Member for Birmingham, Aston (Mr. Julius Silverman). The second particular road is the Chester Road and the ancillary and adjacent roads between Castle Bromwich and Great Barr, a seven-mile stretch. That is of deep concern to my right hon. Friend the Member for Sutton Coldfield (Mr. Geoffrey Lloyd), to my hon. Friend the Member for Birmingham, Perry Bar (Mr. Kinsey) and to the hon. Member for Aston. At one point the Chester Road is less than 25 ft. wide. Also, putting it very mildly, it is already inadequate for the existing traffic.
The third road is the Curdworth Bridges section of the A446. This is the penultimate junction before Castle Bromwich junction, where most traffic will go to the right, join the A5 and then on to the M6. This road is, to say the least, narrow, hazardous, overloaded and an accident black spot. This problem is of concern to my hon. Friends the Members for Meriden (Mr. Speed) and for Macclesfield (Mr. Winterton), who lives there now 490 and who will continue to live there until he moves to his constituency shortly.
Fourth, what special provisions are the Government or the highway authorities making for the special road signs, the possibility of diversions, and a general information service that will be needed? As a town planning consultant, I believe that special provisions will be needed to deal with the possibility of accidents. The need may well arise for a special police control point. After all, there will be one for the new section of motorway, and it is even more obvious that one will be needed for the extra chaos and congestion there will be before that section is opened.
What is perhaps most important of all, what special provision has been made for liaison between the different highway authorities which will be affected in the area? There are three highway authorities within half a mile of the Castle Bromwich junction.
Finally, I make no apologies for bringing this matter to the Government's attention. It is not an exaggeration to say that it is a grave and unique situation demanding special and urgent attention. This month should have been in a real sense the high water mark of the motorway system. It should have marked the completion of the first phase of a national motorway network. It is to be hoped that it will not be a winter of discontent, damage and disaster. If my hon. Friend can give us information as to when the stretch will be opened, it will reassure many thousands of people living in the area.
§ 10.17 p.m.
§ Mr. Julius Silverman (Birmingham, Aston):The hon. Member for Birmingham, Handsworth (Mr. Chapman) has raised an important and urgent matter affecting Birmingham traffic. I will not repeat all the geographical details he related. I will mention only two points in amplification.
First, it is clear that a large number of motorists—perhaps all—who cone to Birmingham at present by the A45, which for various reasons they consider unsatisfactory, will choose the new motorway. I am told that the hon. Genleman's estimate is somewhat moderate and that traffic is expected, certainly at peak times, to be as great as 2,000 an hour or in 491 excess of that figure. If the whole of that traffic is disgorged on the Newport road at Castle Bromwich, which will happen if this part of the linkway is opened while the rest is closed, it will be rather like a rupture in a pipe through which water is passing at a rapid rate—the flood will occur somewhere.
The hon. Gentleman mentioned two or three alternative routes—for instance, the Chester road. There is also the Kings-bury Road and people might choose the Alum Rock Road to get into the city. All of these can be and will be very heavily congested. As the hon. Gentleman said, there may be complete chaos.
What preparations has the Minister made for this? What consultations has the Minister had with Birmingham? What has the result been? What steps has the Minister taken, by signposting or by any other method, to ensure that there is some limitation on the traffic passing along the linkway part of the motorway or to ensure that it does not all disgorge at Castle Bromwich, which is the danger? Will the Minister assure the House that he will be in touch with the situation from 15th November when this road will open so that the necessary urgent action may be taken if our worst apprehensions are realised and there is chaos?
§ 10.20 p.m.
§ Mr. J. R. Kinsey (Birmingham, Perry Barr):I thank my hon. Friend the Member for Birmingham, Handsworth (Mr. Chapman) for allowing time for me to intervene in this debate. He has dealt with the position generally throughout the city, and I want to deal specifically with my constituency where the major problem is that of an inadequate road system. This project will add to the resultant diversions, creating an absolutely chaotic traffic position during the worst months of the year, the dark, treacherous winter months.
If I refer to the roads by name rather than by number it is because they are special to me and I know them better that way. First is the Scott Arms junction. We have already experienced terrific traffic hold-ups during the peak hours. It is a most dangerous intersection already, without adding to the traffic using it. There is not even a plan on the drawing board to improve it at present, and that worries us. The Walsall 492 road is the main feeder road to this section and is quite inadequate. It was a priority in 1939 and it is only due to be started in early 1972, when it will clash with possible diversions. I ask my hon. Friend not to stop it when we have only just got it under way because that would make it even worse for us.
Queslett Road is already dangerous for pedestrians. I have put in requests to the City of Birmingham for pedestrian crossings, but it tells me that it will be better when the linkway opens. That will not be opened until those dark winter months. The Minister will be aware of the accident black spot of Kings Road. We have had special campaigns there and there have already been four child fatalities on this dual carriageway, two of the children from the same family. We cannot afford to dice with the lives of young children in this area. The Kings Road is fed and crossed by the Kingstanding Road which is again an inadequate single carriageway feeding mainly the outskirts of the city, carrying commuters, crossing other roads with an excess of traffic. It is really too terrible to contemplate.
I am comforted by the knowledge that my hon. Friend knows the position, and I was delighted to meet him in the area on his recent tour which will stand him in good stead. He not only has the knowledge but the energy to get the job done. I have a great respect for him. Whatever he does it will be important to the country and to Perry Barr.
§ 10.24 p.m.
§ The Under-Secretary of State for the Environment (Mr. Michael Heseltine)This is an important debate and, understandably, a large number of issues have been raised. I very much share the anxieties surrounding these issues with my hon. Friends and the hon. Member for Birmingham, Aston (Mr. Julius Silverman). If I am not able to cover all the points raised in the short time available, I will add to my remarks in greater detail in letters to hon. Members who have spoken. Perhaps I can say that particularly to my hon. Friend the Member for Birmingham, Perry Barr (Mr. Kinsey), who referred to a number of road schemes which are important but which do not come strictly within the context of the main issue we are discussing.
493 I thank my hon. Friend the Member for Birmingham, Handsworth (Mr. Chapman) for his courtesy in giving me detailed advance notice of the issues he wished to raise. This was of great help to me in preparing my answer to his questions as adequately as possible. I much enjoyed my meeting with my hon. Friend the Member for Perry Barr on the site of the Gravelly Hill interchange when 1 was able to see something of the problem for myself.
I am also grateful to my hon. Friend the Member for Handsworth for enabling me to say a word or two about the reasons for the deferred opening of the last section of the Midland links motor-way. I am glad to have this opportunity of telling the House about the problems on the 7½-mile length between Castle Bromwich and Great Barr which is needed to complete the whole of the links and how we hope to tackle them.
Work on the construction of this last section is nearing completion, but the Yarra Bridge and Milford Haven Bridge disasters have obviously introduced a new dimension into this matter which no one could have foreseen at the time. There can be no doubt that the Secretary of State had to take the moist extreme precautions in the circumstances which then arose.
On the roads in use where box girder bridges were in existence we have carried out the most thorough investigation into all the structures on the trunk roads, including the steel box girders. In each case we have imposed restrictions to reduce the load on the structures until we have carried out those checks. Roads still under construction will not be opened until we are satisfied that those checks have been carried out. On the unopened section of the Midland links there are about 400 steel box girder bridges on all three contract lengths between Castle Bromwich and Great Barr.
The checks being made are those recommended by the Merrison Committee set up by my right hon. Friend the Secretary of State to advise on the detailed steps which should be taken following the two disasters I have mentioned. I am sure that the House would not wish me to go into detail about those checks which gave rise to the establishment of the rules which followed the report of the Merrison 494 Committee which set out a completely new system for looking at the design of box girders. The analyses include several specially devised computer programmes and are supplemented by physical examination of the bridges, including the taking of the detailed measurements of each girder.
The Merrison rules are being applied to all box girder bridges throughout the country. Existing bridges are being carefully examined and all those not yet opened are being critically looked at in the way we have announced.
We are doing everything possible with the manpower available to complete the tests as quickly as possible, but I am sure that if the House had to weigh the balance, on the one hand, between expediency and efficiency and taking the fullest advantage of the benefits which flow from an improved road programme and, on the other hand, taking even the most minimal risks to safety, the minimal risks would prove decisive. The best technical resources have been allocated to the problem and as many people as we can sensibly make available have been allocated to the task. They are working as speedily as is practicable. But examining the bridges on this length of the Midland links, which includes the very complicated interchange at Gravelly Hill, is an enormous task. There are 12,000 tons of steel involved and at Gravelly Hill alone there are 240 steel box girders in the 23 spans of the viaducts.
That indicates the scale of the problem. There are 38 qualified engineers fully employed all the time on the project, as well as a number of other staff. There is no possibility of completing this difficult and exhaustive survey by the end of this year. Already, the studies that we have carried out have indicated a need for some remedial works, which are currently in hand. I anticipate that these could be completed in a relatively short period, though at this stage I cannot rule out the possibility of a more substantial delay if further works are shown to be necessary. The investigations now in progress may indicate a need for further investigations, and, until that exercise is finished, no one can forecast what it may show should be done to put matters right. So, although a great deal of the investigation has been 495 completed, there is considerable uncertainty over what more we shall find that has to be done. That is why it would be foolhardy, if not irresponsible, of me to attempt to say when the links will be fully opened. It may be some time before I can give this information.
I share the anxiety which hon. Members have expressed about this matter I take into account all their points about road safety and the delaying of the benefits which will flow from the creation of this magnificent link between the two major motorways. But the ultimate responsibility for safety is such that we must not take risks of the sort which would be involved otherwise.
I want now to say a word about the construction work on the section of the M6 between Ansty and Catthorpe on the M1, which is almost complete. After careful consideration of all the factors and consultation with all the local authorities principally concerned, we have decided that a further 11½ miles of motorway will open on 15th November. There is no doubt that this will be a great benefit to traffic heading from the northern districts of Birmingham and Coventry from the south on the M1, since the major part of their journey will be on continuous motorway.
Consultations have been thorough. We have consulted the police, the county councils of Leicestershire, Staffordshire and Warwickshire, and the county boroughs of Coventry and Birmingham, who have concurred in the signing arrangements, which obviously have been the subject of a great deal of consultation between the authorities concerned.
The opening of this section will also bring immediate substantial relief to the A45 trunk road, which is heavily congested and has a high accident record. It will also bring some relief to the A5.
496 From the economic point of view, there would be considerable loss to the nation if we failed to make full immediate use of our investment of £24 million on the completed works between Catthorpe and Castle Bromwich. This loss would out- weigh any loss which might be attributable to additional traffic on local roads following the opening. Hon. Members have expressed their concern that, once the Ml to M6 route is open as far as Castle Bromwich, there will be more congestion on the local roads beyond this point. We have not overlooked this possibility, and we are taking steps to forestall it by the sensible signing of routes to meet the temporary situation.
Traffic on the M1 for the South and East of Birmingham will be directed at Watford Gap to use the M45 and A45 route. Through traffic for the North- West will be given the choice at Crick of leaving the M1 at its junction with the A5, as at present, or of leaving it at the new junction with the M6 at Catthorpe. However, I suggest that, rather than giving only half the picture, it will be more sensible if I write to those hon. Members who have taken part in the debate with details of the way in which the system is intended to work. I know that signs do not compel drivers to follow specific routes, but he will be a foolish driver who uses the slow and congested minor roads in North Birmingham in order to bridge the gap in the links. There will be alternatives, and they will be signposted—
The Question having been proposed after Ten o'clock and the debate having continued for half an hour, Mr. DEPUTY SPEAKER adjourned the House without Question put, pursuant to the Standing Order.
Adjourned at twenty-six minutes to Eleven o'clock.