Mobile Tyre Fitting on the A13
Punctures and blowouts from Commercial Road and Canning Town out through Beckton, Barking, Dagenham, Rainham and Wennington to Purfleet, Grays, Thurrock and Stanford-le-Hope. Cars, vans and 4x4s, day or night. We tell you the price, and whether a roadside fit is safe where you are, before we set off.
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- Run-flats & TPMS
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Call CityGrip Recovery on 07960 200253 for mobile tyre fitting anywhere on the A13, from Commercial Road and East India Dock Road through Canning Town, Beckton, Barking and Dagenham, out past Rainham and Wennington to Purfleet, Grays, Thurrock and Stanford-le-Hope. On the urban and ordinary-road sections, roadside fitting starts from £140. Where the job sits on the fast grade-separated dual carriageway and needs live-traffic safety procedure, motorway rates apply and run from £250 to £750. There is no continuous hard shoulder anywhere on the A13, so tell us the junction number or the last sign you passed and we will place you. The price is agreed on the phone before anyone sets off, and there is no call-out fee.
One road number, three completely different roads
The A13 changes character completely along its length, and the right answer to a flat tyre changes with it. From Aldgate out to Canning Town it is an old East End high street. Commercial Road and East India Dock Road were laid out between 1802 and 1812 and still behave that way, with closely spaced signals, bus lanes, loading bays and continuous red route markings. DfT counted around 25,224 vehicles a day on the Commercial Road link in 2025, roughly a fifth of what the Beckton dual carriageway carries, and TfL included Commercial Road in its red route 20mph programme, with signage works from February 2022. Volume is not the problem on this stretch. Space is.
From the Canning Town Flyover east to the Goresbrook Interchange in Dagenham, the A13 turns into an urban expressway: grade-separated dual three-lane, no frontage access, junction numbers instead of street names. This is the busiest part of the whole road. The link past Beckton Alps at the A117 carries 133,085 vehicles a day including 4,757 HGVs on DfT 2025 counts, and the section through the A406 Beckton junction carries 116,960 a day with 7,555 HGVs. Nothing about that stretch tolerates a car sitting still in it.
East of Goresbrook the 1999-built Thames Gateway section takes over and the road becomes a strategic freight corridor. The causeway across Rainham and Wennington Marshes opened in mid-1997 and the award-winning viaduct over the Ford works at Dagenham opened in late 1999. Between Limehouse and Sadlers Farm the route amounts to nearly 30 miles of high-standard, largely three-lane dual carriageway (Roads.org.uk), widening to four lanes each way between M25 Junction 30 and the A126 after the 2016 corridor scheme. Thurrock Council later widened a 2.3 mile section of the Stanford-le-Hope Bypass from two lanes to three between the A128 Orsett Cock roundabout and the A1014, replacing four bridges, with the third lane opening in both directions at 5am on Monday 2 May 2022.
Working out which of those three roads you are stranded on is the first thing we establish on the phone. It decides whether this is a straightforward roadside fit off a side street, or a job that needs cones, beacons, a full safety zone and motorway rates, or a recovery first and a tyre second.
There is no hard shoulder on the A13, and that changes everything
The single most important fact about a tyre failure here is that the A13 is an all-purpose road, not a motorway. There is no continuous hard shoulder along it and no emergency refuge areas. Emergency stopping provision is periodic lay-bys, which is why Highways England made a statutory order under the Road Traffic Regulation Act 1984 closing four lay-bys adjacent to the A13 and A1089 trunk roads in Thurrock. Lay-by positions and spacing are not published anywhere we can verify, so we will not pretend to know how far the next one is from you. We will look at where you actually are and tell you what we can reach.
The elevated structures are the worst case. The Lodge Avenue Flyover (built 1973), the Movers Lane Flyover (subject to a statutory weight restriction order since 1991), the Canning Town Flyover, the Ford Dagenham viaduct and the marsh causeway all have barriers or parapets on both sides and effectively no verge. A puncture on any of them leaves nothing between you and live traffic. If you are on one of these and still moving, our advice is almost always the same: continue at low speed on hazards to the next off-slip or lay-by if the tyre and wheel will take it, then tell us where you come to rest.
Through the London section the A13 is part of the Transport for London Road Network, the red route network. Double red lines mean no stopping, no waiting and no loading at any time, and TfL rather than the borough issues the penalty charge notices. Bus lanes on Commercial Road and East India Dock Road are established in law by the A13 Trunk Road (Tower Hamlets) Red Route (Bus Priority) Traffic Order 1999 and the earlier 1994 bus lanes order, and they are camera enforced. That genuinely constrains where a fitting van can work, which is why a Commercial Road or Alfreds Way job is handled differently from a Thurrock job.
For a sense of what the expressway section is like when something goes wrong, TfL recorded 426 collisions between Canning Town and the Goresbrook Interchange over 2007 to 2009, resulting in 2 deaths and 37 serious injuries, with more than 70% involving cars or goods vehicles. TfL also noted that collision investigations on that stretch averaged around two hours per incident. Those are historic figures and we quote them as historic, but they are the reason we treat this road as a live-traffic environment rather than a wider version of a normal street.
Junction by junction: how we work each section
On Commercial Road and East India Dock Road the practical problem is not speed, it is space. We will usually ask you to get the vehicle into a side street, an estate road or a car park off the main line rather than work from the red route itself, because a van parked on double reds is a certain penalty charge and a bus lane is worse. Around the A102 junction at Poplar, where East India Dock Road meets the Blackwall Tunnel northern approach, that matters even more given the queueing that builds there. The adjacent A102 to A1263 link carried 36,748 vehicles a day in 2025.
Between Canning Town and Goresbrook the whole 11.8km corridor is covered by 84 average speed cameras at 37 locations, live since 31 January 2011 and the first system of its kind installed on a major urban road in the UK. Our vehicles are under continuous speed surveillance across that stretch, so nobody makes up time by driving harder. The confirmed limit changes here tell their own story: when the cameras went live the open carriageway east of the Canning Town Flyover went up from 40mph to 50mph while the Canning Town and Lodge Avenue flyovers stayed at 40mph, and Lodge Avenue was then cut to 30mph in October 2022 specifically to protect the ageing structure. The junctions we work with most on this stretch are 8 Canning Town, 10 Beckton Alps at the A117, 11 the A406 Beckton roundabout, 12 Movers Lane, 13 Lodge Avenue and 14 Goresbrook. The slips are short, and joining traffic occupies exactly the nearside space a broken-down vehicle would sit in.
Renwick Road at Barking Riverside is worth knowing about. It was historically the last at-grade signalised junction on the A13 between Canning Town and Sadlers Farm. The eastbound right turn into it was permanently closed on Friday 13 February 2015 and Renwick Road was later widened from one lane to two at its exit onto the A13. It still serves a large development, so local traffic and construction lorries are constant, and the estate roads behind it are usable working space if you can get the vehicle in there.
East of Wennington Interchange the road opens out and the freight share climbs sharply. HGVs are 11.4% of traffic between M25 Junction 30 and the A126, 12.4% past Stifford Interchange, and 14.9% on the A126 link, rising to 25.3% on the short M25 to A282 connector. At Baker Street the A1089 drops south to the Port of Tilbury, and at Stanford Interchange the A1014 Manorway runs down to DP World London Gateway, just under two miles off the A13. These are pure freight junctions. Working roadside beside sustained container-lorry flow means constant buffeting and no margin for error, so full live-traffic procedure applies and the motorway rate band applies with it.
Roadworks, closures and the new 50mph limits
The Lodge Avenue Flyover at Barking is being fully demolished and rebuilt. Road Management Services, which operates and maintains a 25km section of the A13 for TfL, has appointed Dragados to deliver it. TfL describes a roughly two-year programme with two lanes kept open in each direction and a new central reservation barrier in the replacement design, and its own project page still shows no confirmed start and end dates, so we do not quote dates either. What we can say is that narrow temporary lanes running beside rigid barriers are a classic source of sidewall splits and kerbed alloys, and they remove what little stopping room existed around Ripple Road.
Speed limits on the eastern half have come down. TfL has permanently reduced the A13 between Marsh Way and Wennington from 70mph to 50mph, with implementation from the end of February 2026, and traffic order TRO/GLA/2026/0017 takes the whole A13 Thames Gateway and its slip roads from the national limit to 50mph, from a point 41 metres east of Kent Avenue in Barking and Dagenham to the Havering and Essex boundary. The notice was published on 9 January 2026 and local press reported the order coming into force on Saturday 21 March 2026. Further east a permanent 50mph has applied from Wennington to the A1089 since the M25 Junction 30 corridor scheme opened on 29 November 2016. Limits on this road have changed repeatedly, so we go by the signs in front of you rather than by memory.
Night calls need extra thought here. A TfL traffic order permits overnight closures of the A13 Thames Gateway between 21:00 and 05:00 for road safety works, potentially running as late as 20 June 2027, covering Goresbrook to the Marsh Way slip roads, Marsh Way to the Ferry Lane slips, and Ferry Lane to Wennington Interchange. Refurbishment work is also underway at the River Lea Crossing, covering the whole structure above and below the deck. When a section is shut, diversions run onto unfamiliar local roads and our routing changes, so we will tell you honestly on the phone how we intend to reach you and roughly what that route involves.
Who maintains which bit, and why that matters when you break down
The A13 has three different sets of hands on it. Through London it is a TfL red route, with the Limehouse to Wennington section operated and maintained by RMS (A13) Plc under a 30-year design, build, finance and operate deal signed in 2000. East of Wennington the trunk road sits with National Highways down past Tilbury, and further east it becomes Essex and Thurrock territory, with Thurrock Council having delivered the Stanford-le-Hope Bypass widening itself.
That split is not academic when you are standing on the verge. Who attends an incident, who can sign off a lane closure, who issues the penalty charge notice and how quickly a blockage gets cleared all change as you travel along the same road number. It is also why advice you get from one part of the corridor does not necessarily apply two junctions later.
The Wennington area is a boundary in another sense too. The ULEZ has covered all of Greater London since August 2023 and the boundary follows borough limits rather than roads, which on the A13 puts the edge at the Havering and Thurrock border near Wennington. For us that is a routing and cost question on our side, not yours: you get one number to call for the whole corridor, and the figure we quote on the phone is the figure you pay.
Where we will fit at the roadside, and where recovery comes first
We will fit at the roadside on the urban A13 wherever the vehicle can be got off the running lane and into a side road, service road, retail car park or industrial estate. The A1020 Royal Docks Road and the Gallions Reach Shopping Park roads at the A406 junction, the industrial estate roads around Dagenham Dock, and the side roads off Alfreds Way and Ripple Road are all workable. Further east, Lakeside and the Moto service area at Thurrock are reachable from the A13, A1306 and A282, and a car park there is a far better place to change a wheel than anywhere on the carriageway. Lay-bys on the Thames Gateway and Thurrock sections are workable too, with cones, beacons and a proper safety zone, and that is where motorway rates apply.
We will not carry out a wheel-off tyre fit in a live lane on the dual carriageway sections, on any of the flyovers, on the Ford Dagenham viaduct, on the marsh causeway, or in the standing traffic at Mar Dyke Interchange. There is no hard shoulder to work from, the central reservation between M25 Junction 30 and the A126 is a concrete barrier, and a nearside blowout in lane three or four means crossing live lanes just to reach the wheel. In those cases the right answer is recovery to a safe place first, then the tyre. That might mean lifting you to the next lay-by, off at Goresbrook, Wennington or Stifford, or back to a yard. It costs nothing to ask, because we quote the whole job on the phone before we move.
While you wait, the standard advice for a road with no hard shoulder applies and it applies harder here: hazards on, get everyone out on the nearside if it is safe to do so, and stand behind a barrier rather than beside the car. On the causeway and the Thurrock sections there is often no footway at all, which is another reason we would rather recover you than have you standing there while we work.
If you want towing and breakdown on this corridor rather than a tyre, we have a separate A13 recovery page. If your vehicle is damaged rather than simply flat, our sister service at citygripclaims.co.uk handles non-fault accident claims.
Why choose CityGrip on the A13
We are based at 68 Ruckholt Road, Leyton, E10 5NP, which puts us on the London end of this corridor rather than an hour the wrong side of it, and we run 24 hours a day. Pricing is deliberately transparent: from £140 for a roadside fit on the urban and ordinary-road sections, and £250 to £750 where the job sits on the fast dual carriageway and needs live-traffic safety procedure, because the equipment, the cones and beacons and the risk are all different there. You get the figure before anyone sets off, and there is no call-out fee. We do not promise arrival times on this road, and we would be suspicious of anyone who does: the whole stretch from Canning Town to Goresbrook is under average speed enforcement, Mar Dyke Interchange queues for much of the day off the back of the Dartford Crossing, and the Lodge Avenue rebuild is going to reshape the London section for the length of the works. What we will do is tell you the honest approach and, if a roadside fit is the wrong idea on your particular bit of the A13, say so on the phone rather than turning up at a flyover with no verge and charging you for the visit.
What actually causes tyre failure here
Tyre failure on the A13 has three distinct sources that map onto the three sections of the road. In the urban west it is kerbing and surface damage: Commercial Road, East India Dock Road, Ripple Road and Alfreds Way are old alignments with tight kerb lines, bus stop build-outs, frequent signals and heavy bus and lorry loading that deforms the surface. TfL made a temporary traffic prohibition order in April 2026 to resurface Alfreds Way, Ripple Road and Thames Gateway in Barking and Dagenham, which tells you something about the state of that surface. In the middle, the Lodge Avenue rebuild brings narrow temporary lanes running beside rigid barriers, a well-recognised recipe for sidewall splits and scuffed alloys, with nowhere to pull in afterwards. In the east it is freight debris. With HGV shares of 11.4% between the M25 and the A126, 12.4% past Stifford and 14.9% on the A126 link, shed lorry tyre carcasses and retread strips are a constant hazard, and the DfT's published collision dataset for the Thurrock and Havering links covering 2014 to 2016 records three collisions with another object in the carriageway as a contributory hazard. That same dataset records 21 of 64 collisions involving a goods vehicle and 50 of them at a 70mph limit, so the energy involved when something does go wrong out there is high. Add the exposure and crosswind across the Rainham and Wennington marsh causeway, and sustained running at 50mph on a road with no hard shoulder, and an underinflated or worn tyre has very little margin left.
How we decide whether a tyre on the A13 can be repaired, and when it cannot
Not every flat tyre on the A13 can be repaired. We assess the damage against BS AU 159, the British Standard for repairs to tyres for motor vehicles used on the public highway, and we assess tread against Regulation 27 of the Road Vehicles (Construction and Use) Regulations 1986. If the tyre falls outside those limits we will tell you it needs replacing rather than patch it and hand it back. Mobile tyre fitting on ordinary roads starts from £140. On a motorway or hard shoulder it is £250 to £750, because the work is done alongside live traffic and takes more time, more equipment and more care.
The repairable area is measured, not guessed
BS AU 159 sets a repairable band across the tread as a percentage of the tyre’s nominal section width: 60% up to and including 155mm, 65% over 155mm up to 200mm, and 70% over 200mm. On a 205 section tyre that is a 144mm band; on a 225 it is 158mm. Damage outside that band is not repairable. It is not the same thing as the “central three quarters” wording in the tread depth law, which is the mix-up most tyre pages make.
Maximum injury size, and why the tyre comes off the wheel
Measured at the base of the injury after preparation, the maximum diameter of penetration damage is 6mm. The standard requires the tyre to be removed from the wheel and inspected inside and out before any repair, because the damage that decides the answer is often only visible from the inside. A plug pushed into a tyre that is still on the rim is not a repair the standard recognises.
What the standard does not accept
Liquid sealants, externally applied plugs, an inner tube fitted into a tubeless tyre and temporary repairs all sit outside BS AU 159. Sidewall damage beyond cosmetic scuffing is not approved for repair at all. There is no limit on the number of minor repairs inside the repairable band provided the patches do not overlap, and a tyre repaired correctly keeps its original speed and load capabilities.
Tread depth and the law
Regulation 27 requires at least 1.6mm of tread depth throughout a continuous band covering the central three quarters of the breadth of tread, right round the tyre. A cut over 25mm, or 10% of the section width if that is greater, deep enough to reach the ply or cord makes the tyre illegal, as does any lump, bulge or tear caused by separation, or any exposed cord. In the MOT, tread below the requirement is recorded as a Dangerous defect. TyreSafe puts the penalty at up to £2,500 and three penalty points, per tyre.
TPMS, explained properly
Direct TPMS uses a battery powered sensor inside each wheel, each with its own ID that has to be registered to the car so it knows which sensor is where. Indirect TPMS has no sensors and infers a soft tyre from wheel speed through the ABS, so it needs resetting and a period of driving to relearn after a tyre change. Sensor batteries are sealed in, typically last five to ten years and cannot be replaced separately, so a sensor that dies during a wheel change means a new sensor. On an M1 car first used on or after 1 January 2012, a TPMS malfunction is a Major MOT defect, so we tell you at the roadside rather than let you find out at the test.
Run-flats and locking wheel nuts
Bridgestone rates its run-flat technology for up to 50 miles at up to 50mph after a loss of pressure, and run-flats need TPMS to work, because you cannot feel the deflation. Once a run-flat has been driven on while flat it is replaced, not repaired, because the internal damage cannot be seen. For a lost locking wheel nut key we try a master key set first, which takes the nut off undamaged. If the nut is rounded or the pattern is unknown, a reverse threaded extractor socket grips and removes it, but the nut is destroyed doing so and needs replacing.
When we will not fit or repair at the roadside on the A13
- Any position on a live carriageway where working alongside traffic is not safe. We recover the vehicle to somewhere safe and fit it there instead.
- Damage outside the repairable band, or a penetration larger than 6mm measured at the base after preparation.
- Sidewall damage beyond cosmetic scuffing, and any tyre with exposed cords, a lump, bulge or tear from separation, or belt separation.
- Any tyre that has been driven on while flat, run-flats included, because of the secondary damage that cannot be inspected away.
- Tread already below 1.6mm across the legal band, a broken bead core, liner deterioration, solvent contamination, or an earlier repair that falls outside the standard.
- A replacement whose load index or speed rating is below the vehicle manufacturer’s specification. Fitting one is a Major MOT defect, and a load rating insufficient for the axle weight is a Dangerous one, so we source the correct tyre rather than fit what is nearest.
Wheel nuts and bolts go back to the vehicle manufacturer’s torque figure with a calibrated torque wrench, in a star pattern, in stages. Judging by feel or finishing with an impact gun risks stretched or snapped studs, distorted brake discs and cracked alloys. The familiar re-torque intervals, 30 minutes stationary or 40 to 80km of driving, come from commercial vehicle guidance rather than car law, but we will re-check on request.
If a tyre cannot be repaired and we do not carry the right size for your vehicle, we say so on the phone before setting off rather than after arriving. Where a roadside fit is not the safe answer, recovery is: we are a vehicle recovery firm first, so the car can be moved rather than left where it is.
If you stop on the the A13 itself, follow the National Highways procedure before anything else: get as far left as you can, use the hard shoulder or an emergency area, leave the car by the nearside doors, and get behind the barrier and up the bank. Do not attempt a wheel change on the hard shoulder. If you are stopped in a live lane and cannot get out safely, stay belted in with your hazard lights on and call 999. This procedure is why motorway work is priced at £250 to £750 rather than £140, and why some motorway jobs end in recovery to a safe place rather than a roadside fit.
CityGrip Recovery, Leyton, London E10. We are based in Leyton, London E10, and cover the A13 from there; motorway callouts run to a set live-traffic procedure. Questions before you book: 07960 200253. Standards and prices on this page last checked 8 August 2026.
A13 mobile tyre fitting FAQs
How do I describe where I am on the A13 so you can find me?
Give us the junction number or the last named junction you passed, plus your direction of travel. On the London section the junctions are numbered, and the ones we hear most are 8 Canning Town, 10 Beckton Alps at the A117, 11 the A406 Beckton roundabout, 12 Movers Lane, 13 Lodge Avenue and 14 Goresbrook. East of there people use the interchange names: Wennington, Mar Dyke at M25 Junction 30, Stifford, Baker Street for the A1089, Orsett Cock and Stanford. If you are unsure, read us the next exit sign and tell us what you can see beside the road, and we will place you.
Is it safe to change the wheel myself on the A13?
On Commercial Road, or in a side street off Alfreds Way, with the car properly off the running lane, changing your own wheel is reasonable. On the dual carriageway sections it is not. There is no continuous hard shoulder anywhere on the A13, the central reservation between M25 Junction 30 and the A126 is a concrete barrier, and traffic on the Beckton and Thurrock stretches runs at 50mph across three or four lanes. Get everyone out on the nearside, stand behind a barrier if there is one, and call rather than kneeling beside a wheel in live traffic.
Do you cover the whole A13 or only the London part?
The whole corridor. Commercial Road and East India Dock Road in Tower Hamlets, the expressway through Newham, Barking and Dagenham, the Thames Gateway across Rainham and Wennington Marshes, and on through Purfleet, West Thurrock, Grays, Orsett and Stanford-le-Hope. We also cover the A1089 spur down to the Port of Tilbury and the A1014 Manorway down to DP World London Gateway. Where the A13 loses its dual carriageway and primary route status at Sadlers Farm and becomes an ordinary local road through Hadleigh, Leigh-on-Sea and Southend, we cover that too.
What does a tyre fit cost on the A13?
Roadside fitting on the urban and ordinary-road sections starts from £140. Where the job is on the fast dual carriageway and requires live-traffic safety procedure, motorway rates apply and run from £250 to £750. The A13 spans both conditions along its length, which is why there is no single flat figure for the road. We confirm the exact price on the phone once we know your location and tyre size, and there is no call-out fee.
Why does the price change between Poplar and Purfleet?
Because the working conditions change completely. East of Goresbrook the A13 is grade-separated dual carriageway with heavy freight, no hard shoulder and lay-bys as the only emergency provision, and HGVs make up 11.4% of traffic between the M25 and the A126. Setting up a safe working zone there needs cones, beacons and procedure that a side street off Commercial Road does not, and the risk to the technician is different. That is the reason for the motorway rate band of £250 to £750, and we tell you which band applies before anyone sets off.
Can you reach me near Beckton Alps and the A117 junction?
Yes. That link is the busiest measured stretch of the entire A13, carrying 133,085 vehicles a day including 4,757 HGVs on DfT 2025 counts, so we plan the approach rather than just setting off. If you can get the vehicle off the main line, Gallions Reach Shopping Park and the roads off the A1020 Royal Docks Road give usable working space nearby, and we would rather fit there than on the carriageway.
What should I do if I get a flat on the Lodge Avenue Flyover?
There is no verge on that structure and it runs at 30mph, a limit imposed in October 2022 to protect the 1973 bridge ahead of its full demolition and rebuild by Dragados for TfL. Do not stop on it if you have any choice at all. If the tyre and wheel will bear it, crawl on hazards down to the Ripple Road roundabout or the next exit, stop somewhere off the flyover, then call and tell us exactly where you came to rest.
Can you come out to Lakeside or Thurrock services?
Yes, and those are two of the better places to break down on this stretch. Thurrock services is reachable from the A13, A282, A1090, A1306 and B186, and Lakeside sits off West Thurrock Way between M25 Junctions 30 and 31. A car park there means we can work off the carriageway entirely, which is safer and keeps the job in the ordinary-road price band from £140 rather than the motorway band. If you are on the A13 near the A126 and still mobile, coming off there is usually a good move.
Do you fit tyres for vans as well as cars on the A13?
Yes, cars, vans and 4x4s. Given how much of this corridor is fed by Tilbury and London Gateway, we are asked about lorries as well, and the honest answer is that we are not an HGV tyre service. If you are in a van, a pickup or a light commercial on any part of the A13 we can help, and we will confirm your exact tyre size and availability on the phone before we set off.
My car has run-flat tyres. Can you still help on the A13?
Yes. Run-flats let you continue at reduced speed for a limited distance, which on this road is genuinely useful: it can get you off the marsh causeway or a flyover and onto a slip road, a lay-by or the retail roads at Beckton. Once a run-flat has been driven on while deflated it should be replaced rather than repaired. We fit run-flat sizes and will confirm availability for your exact fitment when you call.
I do not have my locking wheel nut key. Can you still change the tyre?
Tell us when you call. A missing or damaged locking wheel nut key is common, and on the A13 it matters more than usual because it turns a short job into a long one somewhere you do not want to be parked. We carry removal tooling for many patterns. If a nut cannot be removed safely at the roadside, recovery to a safe location is the sensible answer rather than spending extended time beside a live carriageway with no hard shoulder to work from.
Can a puncture be repaired at the roadside, or does it need a new tyre?
A repair is only permissible within the central portion of the tread and within the limits set by BS AU 159. Damage in the shoulder or sidewall, a cut through to the cords, a run-flat that has been driven deflated, or a tyre showing signs of having run underinflated cannot be legally repaired. A lot of what we see on the eastern A13 is sidewall damage from lorry tyre debris, which always means a replacement rather than a plug. We will tell you which it is when we see the tyre.
I am stuck in the queue at Mar Dyke Interchange, M25 Junction 30. Can you get to me?
That interchange sits immediately north of the Dartford Crossing and queues for much of the day, and worse again whenever the crossing has an incident. The A13 between the M25 and the A126 carries 102,771 vehicles a day with 11,738 HGVs. We will be straight with you about the approach and the timing rather than promising something the traffic will not allow, and if reaching the vehicle safely where it sits is not realistic, recovery off the interchange comes first and the tyre second.
Do you work at night on the A13?
Yes, we run 24 hours a day. Be aware that a TfL traffic order permits overnight closures of the A13 Thames Gateway between 21:00 and 05:00 for road safety works, potentially to June 2027, covering Goresbrook to Marsh Way, Marsh Way to Ferry Lane and Ferry Lane to Wennington. If your section is closed we route via the signed diversion and will tell you what that means for the approach. Meanwhile keep hazards on, get out on the nearside and stay behind a barrier if there is one, because the causeway and Thurrock sections are dark and fast.
Do the ULEZ or the Blackwall Tunnel charge affect what I pay?
No. The ULEZ covers all of Greater London with the boundary following borough limits, which on the A13 puts the edge at the Havering and Thurrock border near Wennington, and the Blackwall and Silvertown tunnels have carried a user charge from 06:00 to 22:00 every day since 7 April 2025. Those affect how a service vehicle routes to a job, not your bill. Your price is the figure agreed on the phone before we set off, with no call-out fee added afterwards.
Updated August 2026. Lines open 24 hours. Call 07960 200253 for a mobile tyre fitter on the A13 now.
Flat tyre on the A13? Tell us your junction.
Call 07960 200253 any hour. Give us the junction number or the last sign you passed and we will confirm the price before anyone sets off. From £140 on the urban and ordinary-road sections, £250 to £750 where live-traffic procedure applies on the dual carriageway. No call-out fee.