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Home , A180 road (England), A414 road, East of England, Great Yarmouth, Guyhirn, Highways England

East of Route Strategy March 2017 Contents 1. Introduction 1 Purpose of Route Strategies 2 Strategic themes 2 Stakeholder engagement 3 3 2. The route 5 Route Strategy overview map 7 3. Current constraints and challenges 9 A safe and serviceable network 9 More free-flowing network 9 Supporting economic growth 9 An improved environment 10 A more accessible and integrated network 10 Diversionary routes 15 Maintaining the strategic road network 16 4. Current investment plans and growth potential 17 Economic context 17 Innovation 17 Investment plans 17 5. Future challenges and opportunities 23 6. Next steps 29

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A49 M45 M1 A45 A14 Worceesster A14 A46 A5 A428 A421 M40 A11 M50 A1 A43 Milton A12 A14 A40 Keynes M1 A120 A40 Glou A417 A5 A1(M) cester A120 M11 M5 A34 M25 M48 M40 A419 A12 M4 M4 A404 M4 SoSouuthethenndd--onon-S-Seea Br A13 istol M32 Reading M4 M2 A249 A34 M5 A36 A303 M26 M3 M25 A2 M20 A3 Crawley M23 A36 A303 A21 A20 Folk A23 estonone Yeovil A31 A259 M27 A3(M) A27 A30 A30 A27 Bright A259 A35 Portsmouth on

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Highways England 1. Introduction

The modernisation of England’s motorways and major A roads, also known as the strategic road network (SRN), is making a vital contribution to economic wellbeing and growth. This Route Strategy – of 18 such reports – provides a statement on the current performance of, and perceived pressures on, the route to inform the planning of future investment.

The SRN supports national and local economic prosperity by: ▪▪ linking together major cities ▪▪ connecting with extensive local road networks ▪▪ providing links to major ports, airports, and rail terminals • enabling good to regions and cross-border routes between the nations of the

The establishment of through the Infrastructure Act 2015 has changed fundamentally the way we plan investment in the network. Funding is now determined every 5 years, in the Road Investment Strategy (RIS), which is set by Government. We are currently delivering on the commitments that were set out in the first RIS covering 2015 to 2020, which are already making a difference for road users across the network. At the same time, we are working closely with the other 3 bodies with statutory responsibility for the RIS – , and Transport Focus – on preparing for the next RIS (RIS2) for the period after 2020.

1 2 East of England Route Strategy

RIS1 Strategic ision as reiterated in RIS Post 2020: Planning ahe ad Purpose of Route Strategies RIS1 Strategic ision as reiterated in RIS Route Strategies provide a high level view of the current Post 2020: Planning ahe ad performance of the SRN as well as issues perceived by E conomy Environment our stakeholders that affect the network. They are one of the key components of research required for developing E conomy Environment Network the RIS. This suite of Route Strategies builds upon the Integration analysis underpinning the first set of Route Strategies capability undertaken between 2013 to 2015, which together Network capability Integration provided the first comprehensive assessment of the entire network. This time the Route Strategies aim to: Safety

▪▪ bring together information from key partners, Safety motorists, local communities, construction partners, Figure 1.1 - RIS1 strategic vision environmental groups and across the business Highways England Strategic Business ▪▪ achieve a better understanding of the condition Plans key outcomes and performance of our roads, and local and Highways England Strategic Business regional aspirations Plans keyS outcomesupporting economic growth through a modernised and reliable network that reduces delays, cr eates jobs ▪▪ shape our investment priorities to improve the service and helps business compete and opens up new areas Suppforo dretingvelo epcmeo nnot m ic growth through a modernised for road users and support a growing economy and reliable network that reduces delays, cr eates jobs and helps business compete and opens up new areas • help inform the next RIS1 More free-flowing network where routine delays for developme nt are more infrequent, and where journeys are safe r and more reliable More free-flowing network where routine delays Strategic themes are more infrequent, and where journeys are safe r andS mafeor ea ndrelia sbelerv iceable network where no one The Government’s vision for transforming the SRN is should be harmed when travelling or work ing on the network described in the Road Investment Strategy post 2020: Safe and serviceable network where no one Planning Ahead document available on www.gov.uk. This should be harmed when travelling or work ing on vision builds on the 5 broad aims published in the Road the Inmeprtworkoved environm ent where the impact of our activities is further reduced, ensuring a long-term and Investment Strategy for 2015-2020: economy; network sustainable benefit to the environment Improved environm ent where the impact of our capability; integration; safety; and the environment. It also activities is further reduced, ensuring a long-term and builds on Highways England’s 5 strategic outcomes (see susMtaoinraeb alecc beensse fitib tloe tahnde e innvtiroegnrmeatendt network that gives peop le the freedom to choose their mode of Figures 1.1 and 1.2). Using the evidence from this and the transport and enable safe movement acro ss and other 17 Route Strategies, we will develop proposals that Moalore nagccsideess thibel en eatndwor ikn t egrated network that gives peop le the freedom to choose their mode of can help bring the Government’s vision for roads to life. transport and enable safe movement acro ss and alongside the network Figure 1.2 - Highways England strategic outcomes

1See Chapter 6 for more information on the next RIS

2 Highways England

Transport Focus We commissioned Transport Focus, the road user watchdog, to undertake research on road user priorities. Stakeholder engagement More than 4,400 interviews were undertaken with drivers across the SRN. Figure 1.4 below shows the breakdown Building on the engagement we started in the first by user type and purpose. round of Route Strategies, we have continued to work closely with a wide range of stakeholders to enhance our Completed interviews understanding of the strategic road network, and identify where users and other stakeholders feel investment 3,487Completed interviews79% is needed. 3,487 79% We used a number of methods to collate information. 322 7% For example, we launched an online tool for customers and stakeholders over the summer of 2016 to inform us 322 7% of the issues and challenges on our roads that affected 407 9% them. As well as information collated from a range of people within Highways England, more than 300 different 206407 5%9% stakeholder organisations provided important feedback on the network during the evidence collection period. 206 5% There were also more than 370 individual members of the Commuting 501 11% public who contributed information. In total, around 2,700 individual points were raised by external stakeholders. Commuting 501 11% Business 1,367 31%

Business Leisure 2,4571,367 56%31% Figure 1.4 - Driver sample breakdown Leisure 2,457 56% Business 250 fleet managers from a mix Local authority of industries sie and regions STBs/LEPs 250 fleet managers from a mix of industries sie and regions Individuals

Others The research found that the East of England route was one of the lowest rated of the routes, with only 51% of users rating their experience of the route as either extremely good or fairly good. As Table 1.1 shows, 44% Figure 1.3 - External stakeholder responses of users experienced problems using the route, with congestion and delays caused by accidents/roads closed We are increasingly working with subnational transport cited as the two main causes. bodies (STBs), including Midlands Connect, England’s The full report has been published on Transport Economic Heartland and , so we Focus’s website www.transportfocus.org.uk/research- can ensure that their developing strategies and planning publications/publications/road-to-the-future. are integrated into our thinking (and vice versa). We will continue to work closely with Transport Focus to understand customer priorities to ensure that the next RIS reflects their needs.

3 East of England Route Strategy

Experienced Second largest Route impacted Largest problem problems % problem

61% M25 to Solent

58% London Orbital and M23 to Gatwick

50% South Coast Central

46% Solent to Midlands

44% East of England

43% Birmingham to Exeter

41% South West Peninsula

41% North and

40% London to East

40% South Pennines

39% Corridor to M25

37% London to Scotland West

32% Midlands to and

30% to Midlands

30%

28% London to

27% London to Wales

17%

Delays caused Roads busy/ Congestion/ Roadworks by accidents/ high volume traffic queuing roads closed of traffic

Table 1.1 - Transport Focus summary

4 Highways England 2. The route

The East of England route passes through a region that is home to 5.8 million people and is an integral part of the UK economy because of its agricultural, tourism, technology, and research and development industries. It spans the counties of , , and , and the of Peterborough.

The East of England route is formed of the A11, A12, A47 and A120 and connects the large and medium-sized urban centres KEY of Peterborough, Norwich, Cambridge, East of England route Ipswich and , and the SRN of Braintree, , King’s Lynn, , and . These links provide access to the ports of , Lowestoft and Great Yarmouth on the eastern coast. It intercepts the London to Leeds East route, the London Orbital and M23 to Gatwick, and the Felixstowe to the Midlands routes. A free-flowing network is necessary for the economic performance of the region. The A11 is a major connecting London and Norwich. It is a , with sections of 3- and 4-lane dual carriageway. The route has a number of bypasses (Red Lodge, , Thetford, and ) and a mixture of at-grade and grade-separated junctions and minor accesses. The A12 runs for approximately 127 miles from the Blackwall Tunnel in London to Great Yarmouth, predominantly along 2- and 3-lane dual carriageways. The section between Great Yarmouth and

Lowestoft will be renumbered as the A47 Reproduced using Ordnance Survey data © Crown Copyright 2016 in spring 2017.

Figure 2.1 - Route overview map

5 East of England Route Strategy

The link provides accessibility and drives economic growth through its proximity to London, Colchester, Chelmsford and Ipswich, and the ports of Felixstowe via the A14 and Harwich via the A120. The region is highly dependent on the A12, as it is the only major access route north and south for commuters and freight companies transporting goods to and from the . Between the M25 at junction 28 and the A14, the A12 is formed of 2- and 3-lane dual carriageways. It provides access to Chelmsford and Colchester as well as to the ports of Harwich and Felixstowe via the A120 and A14, respectively. The route has a number of at-grade junctions that contribute to congestion and journey time delays. The A120 stretches from the intersection with the A10 at in to the port of Harwich in Essex, with the section east of the M11 forming part of the SRN. The trunk road is vital, as it is one of the few routes that provide east–west access across the east of England. It is of particular importance to the areas of Harwich and Clacton-on-Sea, as it is the only major trunk road to the west and hence is integral to the shipping industry. The A120 also provides access to Braintree and Stansted Airport, Ipswich and Chelmsford via the A12, Thetford via the A131 and Cambridge via the M11. The A47 is a 171-mile trunk road linking Birmingham to Lowestoft, with the section east of the A1 at The region is highly Peterborough forming part of the SRN. The road varies between single and dual carriageway, and is a key east– dependent on the A12 west route connecting several conurbations, including Great Yarmouth, Norwich, King’s Lynn, Peterborough, as it is the only major Leicester and Nuneaton. Between Lowestoft and Great access route north and Yarmouth, the A12 (to be renumbered the A47 in spring 2017) is a mix of dual carriageway and single urban south for commuters carriageway, with numerous at-grade and minor access roads along the link. Several junctions and freight companies. along the route are grade-separated, however most remain at-grade.

6 Highways England 8 2 3 3 0 1 N

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Liverpool

Norwich Birmingham

London

Exeter

KEY

East of England route Port Airport Junction number

Blue sections are motorways Red sections are all-purpose trunk roads

Figure 2.2 - Route Strategy overview map

7 8 Highways England 3. Current constraints and challenges

This chapter outlines the emerging issues raised by stakeholders and More free-flowing network is supplemented by Highways There are congestion issues on various parts of the route, England information. shown in figures 3.1 to 3.4, which lead to delays and journey time unreliability. There is a variety of causes for The following text and figures within this chapter provide congestion such as: a summary of the information collected and applied to ▪ high traffic demand, for example on the A120 our strategic themes. ▪ between its junctions with the A133 and A1232 ▪▪ queuing back from junctions onto the mainline, such as on the A12 at junctions 26, 31 and 32 A safe and ▪▪ at grade junctions and roundabouts, for example on serviceable network the Thetford Bypass (A11) and on the A12 between Lowestoft and Great Yarmouth Safety issues across the route are caused by a number • pinch points such as the Bascule crossing of factors, including: poor alignment and visibility; junction at Lowestoft design; layby design; insufficient capacity; and a lack of facilities for motorised users. There are particular safety related issues on: Supporting economic ▪▪ sections of the A11 where there are limited lay-by or hard shoulder facilities and high traffic demand growth ▪ the A12 between Lowestoft and Great Yarmouth ▪ The route has a strong economic function, with which has a high collision rate performance issues thought to be a potential constraint ▪▪ on the A12 around junctions 31 and 32, where there on further economic growth. are short slip roads The A12 is strategically important, due to its proximity ▪ single carriageway sections of the A47, particularly ▪ to large urban areas such as London, Colchester, where there is congestion or the road passes through Chelmsford and Ipswich, and its connection to the small settlements ports of Felixstowe via the A14 and Harwich via the A120. Congestion on the A12 is a potential barrier to economic prosperity. The A120 is also strategically important to the local and regional economy, on account of its connection to the shipping industry. It is considered that the lack of capacity on the route leads to longer trips between the A133 and A1232, which is negatively affecting growth in the surrounding area. The A47 connects and passes through several areas that have strong growth aspirations, for both residential and employment development. Several locations have issues of congestion which would probably worsen with additional traffic.

9 East of England Route Strategy

The local economies of Lowestoft and Great Yarmouth are highly dependent on this route, because of its A more accessible and strategic importance in connecting the region to the rest integrated network of the East of England. The lack of sufficient capacity, including at a number of at-grade roundabouts, may The main issues on the route are largely due to a lack of constrain further growth. local accesses and community severance. Other planned growth on the route includes the There are a number of areas along the A11 that may urban extension, which will lead to new benefit from improved accessibility, primarily on the local employment sites at Hardwick and Saddle Bow, highway network. King's Lynn. The A12 between M25 junction 28 and the A14 suffers from issues of accessibility. For example, westbound traffic from Colchester has to exit A12 at junction 28 An improved environment and use 5 miles of local roads to reach west Colchester/ Stanway. This creates environmental, severance and congestion issues. Environmental issues with the route primarily concern: The A47 also has some issues in relation to access damage to properties, verges and roads; noise pollution; and integration: air pollution; and safety incidents. There is a lack of alternative routes, as well as limited The density of traffic on the A120 results in significant ▪▪ opportunities for refuge, particularly on the single- negative environmental impacts for local residents, carriageway sections of the road most notably near to and Bradwell, where concentrations of poor air quality are identified. ▪▪ The high proportion of HGVs using the A47 causes The highway surface in this area also creates local problems for residents, especially when the vehicles noise issues. run through small settlements • The route between Lowestoft and Great The eastern section of the A12 (to be renumbered the Yarmouth creates community severance due to A47) is a heavily used section of the route, and Lowestoft insufficient facilities and Great Yarmouth both suffer from noise and air pollution impacts. It is also noted that the A47 passes through National Park, where environmental impacts are potentially of greater significance.

10 Highways England

East of England - Route Strategy: Map 1 of 4

ar terage uto aaty ue

9 King’s Lynn 14 A

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Wisbech A10 A1065

aaty ue at A terage 4 ogeto at 47 outy eerae 7 see ap 2 uyr uto A ue at eto A47 A 15 A 11 A47 01 A 1 20 A1065 A47 uto aaty ue g roorto o 15 Peterborough traeg o te eto A141 KEY etee orey a March e ote reate A A 1 ueue a aety ue 1 2 Supporting economic growth 60 Free-flowing network Safe and serviceable network Improved environment Accessible and integrated network

Figure 3.1 - Key challenges for the route

11 East of England Route Strategy

East of England - Route Strategy: Map 2 of 4

A1065 Collision on the A47 section between Blofield Congestion issues A and North Burlingham A47 10 around 42 (see Map 1) Norwich Swaffham A47 A 4 A1065 7 Norwich southern bypass Great junctions are at, or approaching, Yarmouth capacity and may prevent further growth nearby A12 1 ) 1 3 A ap M ee (s

A140 3 14 A

A12 - lack of capacity at at-grade roundabouts KEY causing journey time delays Lowestoft Supporting economic growth Safety hotspot at the A12 A1117 road north of Lowestoft 12 Free-flowing network A Safe and serviceable network 6 14 A Improved environment A12 Bascule Bridge identified as a bottleneck causing congestion Accessible and integrated network and delays on the approach A12

Figure 3.2 - Key challenges for the route

12 Highways England

East of England - Route Strategy: Map 3 of 4 Norwich (s A ee 4 M 7 a p 2) 7 4 ) A 2 ap M ee (s

KEY

A140 Supporting economic growth 11 Free-flowing network A A 13 Safe and serviceable network 4 Improved environment Accessible and integrated network Thetford etee a growth and congestion issues on A11 corridor in Suffolk, A A1065 10 coupled with issues of central reservation gaps 66 etee a afety hotspot Mildenhall A134 11 A A142 etee limited provision of cycle way and footway

e ay rouaout very 38 A14 busy, fast-moving traffic entering, resulting in difficulties for drivers joining the A11 Newmarket A14 Perceived rat-running on the local highway which impacts on local villages

M 1 1 1 1 A

9 5 50 A

M11 Figure 3.3 - Key challenges for the route

13 East of England Route Strategy

East of England - Route Strategy: Map 4 of 4 A14 A12 uto Sort roa a reut ueug o te ae Ipswich

uto -32b - Poor alignment of the A12 carriageway south of Capel St Mary 55 A A12 J28 - Westbound traffic from 14 Colchester currently has to exit A12 J28 A14 and use approximately 5 miles of local roads to reach west Colchester/Stanway 12 A Felixstowe Peak hour congestion at junction 26, with queuing which can extend back to the main Harwich carriageway, especially from the Capacity issues at: westbound off-slip 29 A120 • A120 /Earl’s Colne Road • A120 Marks Farm/Galleys Corner Bishop’s • A120 Marks Tey and Bradwell Colchester A133 Stortford Stansted A120 A120 between A133 and 25 A1232 has poor capacity leading to much longer trips. This has an effect on the uto growth of the surrounding area ta a eeo capacity and safety issues Clacton-on-Sea KEY 12 A130 A Supporting economic growth Chelmsford Free-flowing network 19 Safe and serviceable network A414 A414 Improved environment 17 Accessible and integrated network 15

A 12 13 A 0

M 25

Brentwood 28

M 25 12 A

Figure 3.4 - Key challenges for the route

14 Highways England

Diversionary Routes An essential facet of a resilient road network is the ability to effectively divert traffic away from closed carriageways in the event of an unplanned incident. The map indicates the diversionary routes that currently exist on this route and that have been agreed with the local road network operator. However, it should be noted that the provision of these routes is dependent upon the nature of the incident and the suitability and availability of the surrounding network. In some instances, the diversion route may not be suitable for HGV traffic or might not be available due to events on the local road network. A review is currently underway to improve the quality and coverage of these routes, and to improve the traffic management procedures that are relied upon to implement these routes in the event of a carriageway closure.

KEY

Route Diversion road network via local road Strategic road network

ota rae Surey ata ro oyrgt a ataae rgt

Figure 3.4 - East of England diversionary routes

15 East of England Route Strategy

Maintaining the strategic road network We carry out routine maintenance and renewal of roads, structures and technology to keep the network safe, serviceable and reliable. We also ensure that our contractors deliver a high level of service on the SRN to support operational performance and the long-term integrity of the asset. The heavy year-round use of all our routes means that they require regular maintenance and inspections for repairs to keep them fully operational, in order to support economic growth. Our maintenance regime focuses on 4 key aspects of the routes: road surfaces, and structures, drainage and earthworks. The summary condition of each on this route is set out below:

Road surface The surface condition across the route is considered to be sound or having some deterioration with less than 0.5% having severe deterioration that would require focused investigation. Future developments We have taken steps to transform our approach to Bridges and structures maintenance by establishing an asset management The structures across the route are mostly in very good programme that develops and implements the Asset or good condition. According to an analysis of current Management Framework for Highways England. data, fewer than 3% of our structures are in poor or very The framework aligns strategic objectives with regional poor condition. asset management plans and lifecycle asset management Drainage plans. It also includes the analysis required to plan the investment and expenditure on the strategic road network Drainage assets are represented by both linear assets during the next road period, developing the business (for example pipes, channels, ditches, drains) and non- case options for capital renewals. It will provide a clear linear assets (for example gullies, ). Across the articulation of the total value that will be delivered by route, drainage assets are considered to be in very good investment in RIS2, including the costs and benefits of condition for both linear and non-linear assets. Of those delivering the capital renewals programme. assets inspected, over 85% of both the linear and non- linear assets have been assessed as having no defects or Operations only superficial defects. We are establishing a nationally consistent approach to Earthworks the management of our operational capability through our Operational Excellence change programme. This will The geotechnical earthworks across the route are deepen our understanding of how our interventions impact considered to be in very good condition, with the total on the performance of the network and on the journeys of length of earthworks that require further investigation our customers. We are using the latest analytical software amounting to less than 1%. to process traffic data and gain insight into: New assets have an operational ‘life’, during which, how our operational services can improve safety under normal conditions and maintenance, the risk of ▪▪ and provide security to road users failure is expected to be low. Beyond this period, the risk of asset failure is expected to increase, although for ▪▪ how the attendance of a traffic officer has an impact many types of asset the risk of failure remains low and on incident durations we do not routinely replace assets solely because they • how information provided by Highways England are older than their expected operational life. We use a can benefit road users who plan their journeys combination of more regular maintenance and inspection, beforehand and then while on their journeys along with a risk-based approach to ensure that assets remain safe while achieving value for money from our By better understanding our current operational maintenance and renewal activities. performance, we can create a baseline from which we can identify opportunities for improvement.

16 Highways England 4. Current investment plans and growth potential

Investment in the strategic road ▪▪ commercial development – an assessment of the relationship between the main property sectors and network can make areas more the SRN attractive for inward investment, ▪▪ international gateways – a review of principal international gateways (ports and airports) and their unlock new sites for employment and contribution to the economy housing and facilitate regeneration. • socio-economic analysis and future forecasts – mapping of socio-economic data (population, deprivation and employment) and sectoral forecasts From servicing the UK’s logistics needs, linking our up to 2030. This included identification of the likely manufacturing heartlands and connecting to our growth forecasts for all sectors with a particular focus international gateways, supporting services-driven activity on those sectors heavily dependent on the SRN in high-growth towns and cities, to meeting the needs of our visitor economy, the SRN is critically important to The Road to Growth sets out our evidence findings to servicing the UK economy. date and the steps we will take to enhance our enabling role in supporting economic growth. Economic context Innovation Highways England has been working with a wide range of stakeholders to develop a strategic economic growth In April 2016, we published our Innovation, Technology plan, which we are calling The Road to Growth. This plan and Research Strategy which set out how Highways explores the economic role of the strategic road network, England will use pioneering behaviours to help support and aims to explain how we will further increase our our strategic objectives and create value for customers contribution to the UK economy. As part of the evidence and stakeholders. base for The Road to Growth, over 400 economic The £150 million Innovation Designated Fund was hotspots – or economic opportunity areas (EOAs) – established to support innovative capital projects and to around the SRN have been identified in consultation with support developing the use of emerging technologies, Local Enterprise Partnerships (LEPs). The figures in this new materials and ways of working. chapter highlight the EOAs which most closely align and are supported by the route. Investment plans To inform the development of The Road to Growth and assess the relationship between the SRN and economic The following figures show the location of Highways growth, a suite of evidence reports were completed. England major improvement projects which have These reports were published alongside The Road to previously been announced to help tackle some of the Growth discussion paper and were subject to public issues on the network. The Highways England website consultation from November 2016 to January 2017. and delivery plan updates should be consulted for the Alongside the engagement we have undertaken with latest information. all LEPs across England, the following evidence reports The figures also show strategic studies which have have ensured we have a more comprehensive economic been progressed during RIS1, innovation projects and evidence base and a better understanding of future economic opportunity areas. challenges and opportunities: ▪▪ economic growth and the SRN – an evidence review of the relationship between transport investment and economic growth

17 East of England Route Strategy

East of England - Route Strategy: Map 1 of 4

9 14 King’s Lynn A

A17

Wisbech A10 A1065 A47/A141 junction A 4 47 7 A A47 A 15 A Swaffham 11 A47 01 A A1065 1 KEY

A47 Highways England Peterborough A141 major improvement project March Innovation A A 1 12 Strategic study 60 Economic opportunity areas

A47 Wansford to Sutton Housing and mixed use Mixed employment cluster

Urban centre

International gateway

Industrial

Research and technology

Energy

Intermodal transport hub

Logistics

Figure 4.1 - Investment plans and economic opportunity areas

18 Highways England

East of England - Route Strategy: Map 2 of 4

A1065 Dereha m A47 North to Easton A47 A A47 10 A47 Blofield to North Burlingham 42 Norwich Swaffham A47 A 4 A1065 7 Great A47 measures Yarmouth 11 KEY A A 14 A47/A11 Thickthorn junction 6 Highways England A47 & A12 junction enhancements major improvement project Innovation A140 3 14 A Strategic study 2

Economic opportunity areas 1 A Housing and mixed use

Mixed employment cluster Lowestoft Urban centre Renumbering part of the A12 as A47 12 A International gateway 6 14 Industrial A Research and technology

Energy A12 Intermodal transport hub

Logistics

Figure 4.2 - Investment plans and economic opportunity areas

19 East of England Route Strategy

A14 A12 East of England - Route Strategy: Map 3 of 4 Norwich A47/A11 Thickthorn junction A Ipswich 47 Ipswich A14 corridor

47 A 55 A Felixstowe 1 A14 4

A140 12 A Felixstowe A 11 13 A 4 Harwich 29 A120 Thetford Bishop’s Colchester Stortford Stansted A120 A A1065 10 25 66 A21 A133 Mildenhall A134 A120 A142 11 2 A KEY 1 A Clacton-on-Sea A130 Highways England major improvement project 38 A14 Chelmsford Innovation Greater Cambridge Newmarket 19 (inc. ) Strategic study A414 A414 A14 Economic opportunity areas Cambridge Housing and mixed use 17 15 Mixed employment cluster A 12 13 Urban centre A 0 M 1 11 1 International gateway M A 25 Industrial

Research and technology Brentwood 28 9 Energy 5 50 A Intermodal transport hub M 25 12 A M11 Logistics

Figure 4.3 - Investment plans and economic opportunity areas

20 Highways England

East of England - Route Strategy: Map 4 of 4 A14 A12 Ipswich Ipswich A14 corridor

55 A Felixstowe 1 A14 4

12 A Felixstowe

Harwich 29 A120 Bishop’s Colchester Stortford Stansted A120 25 A21 A133 A120

12 KEY A Clacton-on-Sea A130 Highways England major improvement project Chelmsford Innovation 19 Strategic study A414 A414 Economic opportunity areas 17 15 Housing and mixed use

A Mixed employment cluster 12 13 A 0 Urban centre

M International gateway 25 Industrial Brentwood 28 Research and technology Energy

M Intermodal transport hub 25 12 A Logistics

Figure 4.4 - Investment plans and economic opportunity areas

21 22 Highways England 5. Future challenges and opportunities

Route Strategies have identified study areas on the strategic road network which require further investigation of the issues raised by stakeholders and identified through Highways England intelligence. These study areas will now be assessed further as part of our development for RIS2.

9 14 King’s Lynn A

A17

Wisbech A10 A1065 Dereham A 4 47 7 A47 A47 Peterborough A A 10 to Norwich 42 A 1 A Norwich 5 1 Swaffham 10 A47 1 A A 4 1 20 A1065 7 Great A47 Yarmouth

15 Peterborough A141 A 14 March 6 A A 1 1 2 A140 60 3 14 A 11 A A12 Lowestoft to Great A 13 4 A11 between Yarmouth – A12 corridor A14 and A47 (to be renumbered A47 in spring 2017) Lowestoft Thetford 12 A A 10 A1065 6 6 6 14 A Mildenhall A134

A142 1 1 A12 A

38 Newmarket A14

A14 A14 Ipswich A12

55 M 1 1 1 A 1 A 1 A14 4

12 9 A Felixstowe 5 50 A Harwich A120 M11 to A12 29 A120 Braintree Stansted Colchester 8 25 A120 A133 Bishop’s A120 between 2 Stortford 1 Harwich and A12 A Clacton-on-Sea

A130 A12 from M25 to A14

Chelmsford 19 A414 A414

17 15

A 12 13 A 0

M 25

Brentwood 28

M 25 Note: The map presents the extent of study 12 A areas within the route. Colours/shading are for presentational purposes only and no prioritisation has been considered at this stage.

Figure 5.1 - Map of all study areas

23 9 14 King’s Lynn A

A17

9 East of England Route Strategy King’s Lynn 14 WisbeAch A10 A1065 Dereham A 7 4 A17 4 7 A47 A A 10 42 A 15 A Swaffham Norwich 11 A47 01 A1065 Wisbech A10 A A 20 Dereham A1065 47 Lowestoft to Great Yarmouth – A12 corridor 1 A 4 47 7 A47 (to be renumbered A47 in spring 2017) Great A A Yarmouth A47 10 42 A 15 Peterborough A141 1 A 5 A Swaffham Norwich 14 11 March A47 6 ▪ There are congestion issues along this section of the A12 01 ▪ A A which are constraining local economic growth. A 20 A 1 A1065 4 1 1 2 7 A140 60 3 Great There14 are a number of at-grade junctions in this section ▪▪ A Yarmouth A47 11 whichA12 reduce free-flow speeds and increase severance A and incidents. These issues are likely to be exacerbated 15 Peterborough A141 A A 1 13 4 by growing vehicle usage in the area. March 4 6 A A 1 1 2 A140 60 3 Lowestoft 14 A 1 Thetford 1 A12 12 A A A A 10 13 A1065 6 6 4 6 14 A Mildenhall A134 Lowestoft A142 1 1 A12 Thetford A 12 A A 10 A1065 6 6 6 38 14 Mildenhall A A134 Newmarket A14 A142 1 1 A12 A A14 A14 Ipswich

38 A120 between Harwich and A12A12 Newmarket A14 55 M 1 Capacity issues are perceived to exist 1 1 A ▪▪ A14 1 A 1 A14 A14 4 along the A120, especially between Ipswich the intersections with the A133 and

A12 A1232, which form a vital part of 12 the network, used by the shipping 9 A Felixstowe 5 50 55 industry to haul goods from and M 1 A 1 1 A to Harwich. 1 A 1 Harwich A14 4 29 A120 ▪▪ Increasing levels of congestion will Braintree hamper economic growth. 12 9 Stansted A Colchester Felixstowe 5 50 A 8 25 A120 HarwAich133 29 A120 Bishop’s Braintree 12 Stortford A Stansted Colchester Clacton-on-Sea 8 25 A130 A120 A133 Chelmsford Bishop’s 2 Stortford 1 19 A Clacton-on-Sea A414 A414

A130 17 15 Chelmsford A 19 12 13 24 A 0 A414 A414 M 25 17 15 Brentwood A28 12 13 A 0 M M 25 2 12 5 A

Brentwood 28

M 25 12 A 9 14 King’s Lynn A

A17

Wisbech A10 A1065 Dereham A 4 47 7 A47 A A 10 42 A 1 A Norwich 5 1 Swaffham 10 A47 1 A A 4 1 20 A1065 7 Great A47 Yarmouth

15 Peterborough A141 A 14 March 6 A A 1 1 2 A140 60 3 14 A 11 A A12

A 13 4

Lowestoft Thetford 12 A A 10 A1065 6 6 6 14 A Mildenhall A134

A142 1 1 A12 A Highways England

38 Newmarket A14

A14 A14 A12 from M25 to A14 Ipswich A12

55 M 1 1 1 A 1 A 1 A14 4

12 9 A Felixstowe 5 50 A Harwich 29 A120 Braintree Stansted Colchester 8 25 A120 A133 Bishop’s 2 Stortford 1 A Clacton-on-Sea

A130

Chelmsford 19 A414 A414

17 15

A 12 13 A 0

M 25

Brentwood 28

M 25 12 Capacity and safety issues at junctions 20b, 22 () and 23 () and congestion at junction 26 A ▪▪ cause queuing on the off-slips. An increase in flows across this part of the network will exacerbate these capacity and safety issues. ▪▪ Currently there is limited access from junction 28 westbound to the areas of Colchester/Stanway. This results in vehicles using 5 miles of the local highway network, which has negative implications for local residents. ▪▪ Junctions 31 and 32 are prone to safety incidents caused by short slip roads, congestion and poor horizontal and vertical route alignment south of Capel St Mary. These issues will be exacerbated by forecast traffic growth.

25 9 14 King’s Lynn A East of England Route Strategy

A17

Wisbech A10 A1065 Dereham A 4 47 7 A11 between A14A47 and A47 A A 10 4 2 A 1 A Norwich 5 1 Swaffham 10 A47 1 A A 4 1 20 A1065 7 Great A47 Yarmouth

15 Peterborough A141 A 14 March 6 A A 1 1 2 A140 60 3 14 A 11 A A12

A 13 4

Lowestoft Thetford 12 A A 10 A1065 6 6 6 14 A Mildenhall A134

A142 1 1 A12 A

38 Newmarket A14

A14 A14 Ipswich A12

55 M 1 1 1 A 1 A 1 A14 4

12 9 ▪▪ Growth and congestion issues have been identified along the A11 corridorA in Suffolk. Felixstowe 5 50 A ▪▪ Significant residential and commercial growth is planned in the region, particularly close to Norwich, which will create increased demand on the network. This will result in an increase in congestion along the corridorHa randwich a greater need to manage infrastructure more effectively. 29 A120 Braintree The Thetford bypass contains 4 at-grade junctions that contribute to delays due to vehicles joining and leaving Stansted ▪▪ Colchester the A11. With continued economic development, traffic around the area is anticipated to grow, and this will place 8 greater pressure on these junctions. 25 A120 A133 ▪▪ The Five Ways is a heavily used junction on account of the flow from the A11 in both directions. This Bishop’s limits the ability of traffic at the junction2 to join the roundabout due to vehicles approaching at high speed, leading Stortford 1 to congestion and safety issues. PlannedA redevelopment of RAF Mildenhall will add furtherCl apressure.cton-on-Sea ▪ The lack of slip roads connecting the A11 South to the A14 East and the A14 West to the A11 North is perceived ▪ A130 to encourage rat-running and increase traffic through local villages. Chelmsford 19 A414 A414

17 15

A 12 13 A 0 M 26 25

Brentwood 28

M 25 12 A Highways England

A47 Peterborough to Norwich

9 14 King’s Lynn A

A17

Wisbech A10 A1065 Dereham A 4 47 7 A47 A A 10 42 A 1 A Norwich 5 1 Swaffham 10 A47 1 A A 4 1 20 A1065 7 Great A47 Yarmouth

15 Peterborough A141 A 14 March 6 A A 1 1 2 A140 60 3 14 A 11 A A12

A The route is congested at several 13 ▪▪ 4 locations, which could be expected 9 14 King’s Lynn A to worsen due to significant Lowestoft planned developments. Thetford 12 A17 ▪▪ Dualling of the single-carriageway A A sections as part of RIS1 (for example, 10 A1065 6 6 6 14 Norwich to Dereham) will help A to reduce congestion; however, Mildenhall A134 Wisbech A10 A1065 other sections of the route could A142 1 Dereham 1 A12 A see increasing congestion and A 4 47 7 A47 safety issues. A A 10 4 2 ▪▪ There are safety concerns at several 38 A 1 A Norwich 5 1 Swaffham locations on the route, for instance A14 10 A47 Newmarket 1 A between Thorney and Wisbech. A 4 1 20 A1065 7 A14 Great A14 Yarmouth A47 Ipswich

15 Peterborough A141 A A12 14 March 6

A A 55 1 1 26 A140 M 1 0 1 1 3 A 1 A 14 1 A A14 4 11 A A12

A 13 12 4 9 A Felixstowe 5 50 A Lowestoft Harwich Thetford 12 29 A120 A A Braintree 10 A1065 6 6 27 6 14 Colchester StansAted Mildenhall A134 8 25 A142 1 A133 1 A12 A A120 Bishop’s 12 Stortford A 38 Clacton-on-Sea Newmarket A14 A130

A14 A14 Chelmsford Ipswich 19 A12 A414 A414

55 17 M 1 1 1 A 15 1 A 1 A14 4 A 12 13 A 0 2 1 M Felixstowe 9 A 25 5 50 A HarwBichrentwood 28 29 A120 Braintree M 25 Stansted Colchester 12 A 8 25 A120 A133 Bishop’s 2 Stortford 1 A Clacton-on-Sea

A130

Chelmsford 19 A414 A414

17 15

A 12 13 A 0

M 25

Brentwood 28

M 25 12 A 9 14 King’s Lynn A

A17

Wisbech A10 A1065 Dereham A 4 47 7 A47 A A 10 42 A 1 A Norwich 5 1 Swaffham 10 A47 1 A A 4 1 20 A1065 7 Great A47 Yarmouth

15 Peterborough A141 A 14 March 6 A A 1 1 2 A140 60 3 14 A 11 A A12

A 13 4

Lowestoft Thetford 12 A A 10 A1065 6 6 6 14 A Mildenhall A134

A142 1 1 A12 A

38 Newmarket A14 East of England Route Strategy

A14 A14 Ipswich A12

55 M 1 1 1 A 1 A 1 A120 M11 to A12 A14 4

12 9 A Felixstowe 5 50 A Harwich 29 A120 Braintree Stansted Colchester 8 25 A120 A133 Bishop’s 2 Stortford 1 A Clacton-on-Sea

A130

Chelmsford ▪▪ There are concerns from local residents and businesses19 over safety issues and the condition of the highway in Marks Tey. A414 A414 ▪▪ Queuing and delays are significant at several junctions: A120 Coggeshall/ Earl’s Colne Road, A120 Marks Farm/Galleys Corner17 and through the villages of Marks Tey and Bradwell. 15

A 12 13 A 0

M 25

Brentwood 28

M 25 12 A

28 Highways England 6. Next steps

Our findings from this and other In the decision phase, the consultation feedback will assist the Department for Transport in developing RIS2. Route Strategies, as well as other In turn we will develop a Strategic Business Plan (SBP) setting out how we will deliver RIS2 as a business. research, will inform our first Strategic Both the RIS and SBP will be reviewed by the regulator Road Network Initial Report which of roads, the Office of Rail and Road, to ensure that we have made the most efficient decisions. The final is to be published later this year. documents are to be published in 2019. This will form the basis of a public consultation, which in turn will feed ▪▪Strategic Studies into decision-making on the next Research ▪▪Route Strategies ▪▪Highways England produces Road Investment Strategy (RIS2). (2015-18) Strategic Road Network Initial Report on the state of the network We are looking ahead to the next RIS and how we can support the Secretary of State in ensuring that value for Evidence used money investments are made in the road network. The in drafting RIS2 process for developing RIS2 is set out in our licence, and is in 3 phases: research, decision and mobilisation. ▪▪Department for Transport produces We are currently in the first phase –research phase Road Investment Strategy – where we are gathering wide-ranging evidence on Decision ▪▪Highways England produces the state of the network and how we can ensure that Strategic Business Plan (2018-19) ▪▪Office of Rail and Road reviews the improvements have maximum impact. The series of efficiency of both Route Strategies, of which this is one, is an important part of this phase alongside the outcomes of strategic studies which looked at particularly complicated RIS2 finalised problems on parts of the network and how to tackle and published them. Another key source of evidence is the Strategic Economic Growth Plan (The Road to Growth), which examines where and how the SRN can help support economic growth. This will emphasise that sectors Mobilisation ▪▪Highways England produces the Delivery Plan dependent on the road network employ 7.4 million (2020) people, that we are already doing a great deal to support growth and that we want to do even more. Now that this series of Route Strategies is published, we 1 April 2020 - Road will continue our engagement with stakeholders, including Period 2 begins other transport providers and authorities, on how best to address problems and maximise opportunities. For example, in working towards seamless end-to-end Delivery (post 2020) journeys for our customers, we will be focussing on how the strategic road network links with local roads and Figure 6.1 - RIS2 high-level process other modes of transport. Findings from the research phase will feed into Highways England’s Strategic Road Network Initial Report, expected to be published later this year, which will outline Highways England’s ambitions for the network across 2020–2025 and beyond. The Initial Report will be the subject of public consultation.

29 East of England Route Strategy

In the finalmobilisation phase, we will set out a Delivery Plan with a detailed programme of investment to be carried out in 2020 to 2025 on the basis of the commitments in RIS2. Continued investment in modernisation, maintenance and operation will further improve the road network on top of the measures and schemes currently being undertaken, and will allow us to further support users of the strategic road network and the UK’s economy. The rigorous process of developing RIS2 should ensure that the best use is made of taxpayers’ money and that investments have the maximum impact. The views and perspectives of different stakeholders, including motorists, are important to us. Stakeholders may also wish to contact one of the partner organisations. For example, stakeholders can keep up to date with Transport Focus’ work, by signing up to their monthly electronic newsletter Road User Voice. Alternatively, stakeholders may prefer to make their views known through one of the many organisations involved in RIS2. They include the AA, RAC, RAC Foundation, Road Haulage Association, Freight Transport Association, Campaign for Better Transport, Confederation of British Industry and many others. We will provide information about the process and emerging findings at events for representative organisations in spring 2017. At the same time, we are developing the dialogue with emerging STBs, local government, LEPs, business groups and environmental organisations. We want to align our analysis, and eventually our decision-making, with that of other organisations, so that we can maximise the benefit of investment, for example focusing on improving the interconnectivity between different modes and between the strategic and local road networks. This should lead to a richer discussion during public consultation on the Strategic Road Network Initial Report.

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