The Dartford River Crossing is one of those landmarks that I take for granted. Living not far from the M25, and using the tunnel on a reasonably regular basis, it has become purely and simply a means of getting across the Thames with the least amount of hassle. It was only when some friends ... Read review
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The Dartford River Crossing is one of those landmarks that I take for granted. Living not far from the M25, and using the tunnel on a reasonably regular basis, it has become purely and simply a means of getting across the Thames with the least amount of hassle. It was only when some friends visited from up north that I realised quite how much I took it for granted. They had never seen it before, only in pictures, and were looking forward to actually ... ...for a river crossing at Dartford was developed. Local councils from both Essex and Kent worked together to build a small, local link between the A2 in Kent and the A13 north of the Thames in Essex. This was a small 2-lane tunnel, took almost 5 years to construct, due to the chalk underlying the Thames causing very difficult working conditions. The tunnel finally opened in November of 1963, and was maintained by both the Councils responsible for its ... more
The Dartford River Crossing is one of those landmarks that I take for granted. Living not far from the M25, and using the tunnel on a reasonably regular basis, it has become purely and simply a means of getting across the Thames with the least amount of hassle. It was only when some friends visited from up north that I realised quite how much I took it for granted. They had never seen it before, only in pictures, and were looking forward to actually driving across/through it. They had no idea about how long it had been there, how much it cost, nor about who actually ran it, so I ended up having to tell them everything I knew about it. I guess that must be what has prompted me to write this review, as I’m sure there are many people out there that may be unaware of many aspects of the crossing.
** BRIEF HISTORY **
It was back in the early 1960s that the idea for a river crossing at Dartford was developed. Local councils from both Essex and Kent worked together to build a small, local link between the A2 in Kent and the A13 north of the Thames in Essex. This was a small 2-lane tunnel, took almost 5 years to construct, due to the chalk underlying the Thames causing very difficult working conditions. The tunnel finally opened in November of 1963, and was maintained by both the Councils responsible for its construction.
Initially, the tunnel coped well, and was a complete success, handling in the region of 12-13,000 vehicles everyday (an estimated 4 million vehicles a year!) However, a gradual increase in road usage through the 60s meant it was soon becoming a very busy river crossing. Traffic levels had reached in excess of 10 million vehicles a year by the early 1970s, so it was decided by the two Councils involved with the crossing that a second tunnel should be built under the Thames to cope with this hugely increased capacity. Plans were agreed for the new tunnel by the middle of 1972, yet the new tunnel was unable to be opened until early in 1980, due to the workforce encountering problems similar to those experienced when constructing the first tunnel. By this time, traffic volumes were even higher than when the second tunnel was designed, at around 30,000 vehicles per day (11 million a year!). However, the tunnel was able to cope without problem, and the congestion that had been faced with a single tunnel was soon gone.
The opening of the M25 motorway was to be the next problem for the tunnels. It was decided that ownership and responsibility for the crossing should be given to the Government as a part of its national programme of motorway development, so control by the local Councils was transferred in 1984. Within 2 years of the Government gaining control, the crossing was owned by Dartford River Crossing Ltd., who became wholly responsible for everything concerned with the tunnel. To cope with projected traffic increases, Dartford River Crossing Ltd. were commissioned to design a suspension bridge across the Thames, and were also given responsibility for all the riverside sites and river banks.
By 1988, construction of the new bridge, to eventually be named The Queen Elizabeth II Bridge, had begun. Surprisingly for a Government backed project, construction finished on time, and believe it or not, WITHIN the proposed budget!! The QEII Bridge was finally opened in October 1991. This construction was particularly notable as it was the first and only 100% privatised national infrastructure project in the country at that time. Traffic levels have continued to grow since the opening of the Bridge, and are now believed to be in excess of 50 million vehicles a year.
Dartford River Crossing Ltd continued to run and maintain the crossing until their contract expired on 31st March 2003. From this point on, the crossing now became known as Le Crossing (!!!) and was to be operated by Ringway, Babtie and Cofiroute, with the new contract to run for between 3 and 5 years, depending on performance reviews that would be carried out annually.
** RUNNING THE CROSSING **
Such a massive development and logistical operation, ie the everyday running of the crossing, requires a highly sophisticated and advanced operations system, and a lack of one would quite definitely lead to major problems. On the Kent side of the crossing can be found the Traffic Control Operations Centre (TCOC). This overlooks the toll booths, and is responsible for monitoring and supervising traffic flow through and over the crossing.
The primary source of monitoring is a vast CCTV system that operates 24/7. This covers the area surrounding the toll booths on the Kent (south) side of the crossing, the approach roads on both sides of the crossing, across the full span of the bridge, and throughout both tunnels. Working in conjunction with the CCTV system is an integrated radio system, allowing easy and fast communication throughout the crossing. This includes a system of emergency communication phones inside the tunnels and across the bridge, allowing for a rapid response to any emergency situation that may arise.
The tunnels also have their own more specialised monitoring systems. It is clear that exhaust emissions will be a problem underground if uncontrolled, so an array of sensors is used to monitor these emissions, and to ensure that correct ventilation is applied. This ventilation becomes important when traffic levels are high, such as during peak rush hours, or when an emergency situation arises. To counter these problems, fans that are situated in buildings on either side of the crossing, on ground level, and then fed into the tunnels can generate fresh air artificially. Combined within these same building are exhaust fans to remove all the unwanted gases that build up in the tunnel, aiming to keep the atmosphere as breathable as is realistically possible.
When it comes to the bridge, a totally different monitoring system is required. Not only is the temperature (both surface and air) measured on a regular basis, but also the wind speed. At locations in the centre of the bridge, and on all the bridge’s pylons, can be found anemometers, monitoring wind speed and direction. When high wind situations are encountered, it is possible for the TCOC to begin restricting the speed and position of all the vehicles crossing the bridge for safety reasons. High sided vehicles can be diverted into one of the tunnels, and in extreme conditions, the bridge can be fully closed.
The TCOC is also responsible for monitoring the lighting supply for the crossing. Both tunnels are full illuminated 24 hours a day, and to ensure the tunnels are always evenly lit, the lights are fed with two separate electricity supplies. Both Kent and Essex supply power, but to alternate lights, so if one fails, tunnels will remain suitably lit. The bridge uses simple street lighting across its width for vehicle traffic. However, consideration is also needed for aircraft and water-based vessels. There are specialised warning lights, navigation lights and radar reflectors making the full width of the crossing.
The final responsibility for monitoring by the TCOC relates to water. It is possible for water to seep into the tunnels at various points, whilst it is also possible that rain water will simply run off the approach ramps of the bridge and into the two tunnels. To this extent, there are pumping systems in operation that monitor and control the water levels, with any excess being pumped back into the Thames, via a small treatment works.
** TOLLS **
Due to the high cost of construction of this crossing, the Dartford River Crossing is toll crossing, with the toll collection booths being located on the Kent (south) side of the Thames. The original toll booths that were built for the tunnel were removed and replaced in 1991, in conjunction with the construction of the bridge. To cope with the vast volumes of traffic now using the crossing, it was decided a fully integrated system of tolling was needed. This comprised manual toll booths, automatic coin machines, and a DART-Tag, an automatic vehicle identification system. (DART-Tag will be explained later!!) As it stands today, there are14 toll lanes heading northbound, and 13 toll lanes heading in the southbound direction.
As with anything financial, the cost of using the crossing is forever changing. When the new owners took over operation of the crossing at the end of March 2004, a new charging system was introduced, and still remains to date. The current system is split into 2 time periods: 6am-10pm (PEAK) and 10pm-6am (OFF PEAK). At peak hours, the costs are as follows:
During off peak hours, all vehicles that would normally pay are charged at £1.00, meaning motorcycles and disable drivers remain free.
As previously stated, when it comes to paying these tolls, there are 3 options available to the vehicles. One is the manual toll booths. Here, you come face-to-face with a tool booth operator, who will take your fee from you, before opening the barrier to let you through. This is the only option if you do not have the correct change for your toll, or if you are unsure as to how much you are to pay.
A quicker option is the automated toll booths, but these are only available to car drivers who have the exact fare. With these, the driver need only drop the correct fare into the collecting basket, and the barrier will open. All the driver must do is ensure that he/she drives up close enough to reach the basket….there’s nothing more embarrassing than not being able to reach on a busy day! In my opinion, the change of fare to £1.00 for cars was aimed at making this automated service operate more smoothly and be more popular.
The final method is DART-Tag payment. This is the most modern and high-tech payment method offered by the crossing. Put simply, it is a small device about the size of a tax disc, that has its own computer chip in it, and is fixed inside the windscreen of the car. As a vehicle with a DART-Tag approaches a specified DART-Tag booth, an antenna at the booth picks up the unique identification signal from the chip in the car, allowing the barrier to be opened. Payment for this system can be made in advance by registering your bank details with DART_Tag, and can be topped up on-line. Details are given at the end. By registering in this manner, the cost of each crossing is reduced by up to 7.5% per trip, and thus for regular users and commuters, this is value-for-money in the long run.
** RESTRICTIONS **
Due to the nature of this crossing, there are strict restrictions on the types of vehicle that can use the crossing. These are predominantly aimed at commercial and goods vehicles, with there being stringent controls on what substances and hazardous materials can be transported through or over the crossing, as well as what size abnormal loads are safe to travel alone. Where unsuitable vehicles are found, either a police escort will be provided, or alternative routes given for crossing the Thames. Details of these can be obtained by either contraction the manager of the crossing, or in a booklet available from most good bookshops.
To keep control and monitor such restrictions, the crossing has its own force of police officers, who work around the clock to keep the tunnel safe for all users.
** GENERAL FACTS AND FIGURES **
+ The tunnels are 1.4 km long, and are used for northbound traffic
+ The QEII Bridge is 2.8km long, and is used for southbound traffic.
+ The main span of the centre section of the bridge is 415m, held up by cables
+ Ringway, Babtie and Cofiroute are responsible for an area the spans from Jct 31 of the M25 in the north to Jct 2 in the south, a distance of approximately 9 km.
+ The crossing is open 24 hrs a day, 7 days a week.
+ Information, and details of restrictions can be obtained from: The General Manager Le Crossing Company Ltd South Orbital Way Dartford, Kent DA1 5PR Tel: 01322 221603 Fax: 01322 294224
+ DART-Tag can be ordered on-line, and further details are then sent to the applicant by post.
To finish off, I have added a few pictures of the crossing, during construction, and as it is today.
