Solent to Midlands Route Strategy March 2017 Contents 1. Introduction 1 Purpose of Route Strategies 2 Strategic themes 2 Stakeholder engagement 3 Transport Focus 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 10 An improved environment 10 A more accessible and integrated network 10 Diversionary routes 14 Maintaining the strategic road network 15 4. Current investment plans and growth potential 17 Economic context 17 Innovation 17 Investment plans 17 5. Future challenges and opportunities 21 6. Next steps 25
i R o ou o to S ot a te a t o o r ta a to at tr o ateg e o to S ot a e t o o to a e e o o rou te or t e rogra e to e to a e o route trateg e o t e So e t to a Strateg Roa et or to So e t a e t orr or to a Sout oa t e tra
r g a to eter
A1 Sout e t e u a
o o to ee a t a t o g a Sout e e A19 A69 ort e Newcacastlstlee upon Tyne e Carlisle A1 Sunderland a to a e a ou e t M6 er re ort a a t a A66 A1(M) A595 Sout a Middlesbrougugh
A66 A174
A590 A19 A1
A64
A585 M6 York Irish S Lee ea M55 ds M65 M1 Preston M606 M621 A56 M62 A63 Kingston upon Hull M62 M61 M58 A1 M1 Liver Manchest A628 A180 North Sea pool er M18 M180 Grimsby M57 A616 A1(M) M53 M62 M60 Sheffield A556 M56 M6 A46 A55 A1 Lincoln A500 Stoke-on-Trent A38 M1 Nottingham A52 Derby A50 A483 A5 A453 A38 A42 A46 A458 M54 Norwich A5 M42 A47 M6 M6 Toll Leicester A47 M69 A1 Birmingham M6 Peterborough A12 A5 M5 M42 A1(M) Coventry A14 A11
A49 M45 M1 A45 A14 Worceesster A14 A46 A5 A428 A421 Cambridge M40 A11 M50 A1 Ipswich A43 Milton A12 A14 A40 Keynes M1 A120 A40 Glou A417 A5 A1(M) cester A120 Oxford M11 M5 A34 M25 M48 M40 A419 A12 M4 Swindon M4 A404 M4 SoSouuthethenndd--onon-S-Seea Br A13 istol M32 Reading London 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) Exeter A27 A30 A30 A27 Bright A259 A35 Portsmouth on
Torquay A30 Plymouth A38
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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 – one of 18 such reports – provides a statement on the current performance of, and perceived pressures on, the Solent to Midlands 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 access to regions and cross-border routes between the nations of the United Kingdom
The establishment of Highways England 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 – Department for Transport, Office of Rail and Road and Transport Focus – on preparing for the next RIS (RIS2) for the period after 2020.
1 2 Solent to Midlands 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 Plan s key outcomes and performance of our roads, and local and Highways England Strategic Business regional aspirations Plan s 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 Completed interviews closely with a wide range of stakeholders to enhance our understanding of the strategic road network, and identify 3,487Completed interviews79% where users and other stakeholders feel investment is needed. 3,487 79% 322 7% We used a number of methods to collate information. For example, we launched an online tool for customers 322 7% and stakeholders over the summer of 2016 to inform us 407 9% of the issues and challenges on our roads that affected them. As well as information collated from a range of 407 9% people within Highways England, more than 300 different 206 5% stakeholder organisations provided important feedback 206 5% on the network during the evidence collection period. Commuting 501 11% There were also more than 370 individual members of the public who contributed information. In total, around 2,700 Commuting 501 11% individual points were raised by external stakeholders. Business 1,367 31%
Business 1,367 31% Leisure 2,457 56% Figure 1.4 - DriverLeisure sample breakdown2,457 56% Business 250 fleet managers from a mix of industries si e and regions Local authority 250 fleet managers from a mix STBs/LEPs of industries si e and regions
Individuals
Others The research found that the Solent to Midlands route was one of the highest rated routes, with 71% and 68% of users rating their experience on the motorway and A road sections of the route respectively as either extremely good or fairly good. However, as Table 1.1 shows, 46% Figure 1.3 - External stakeholder responses of users still experienced problems using the route, with congestion and busy roads/high volume of traffic cited as We are increasingly working with subnational transport the two main causes. bodies (STBs), including Midlands Connect, England’s The full report has been published on Transport Economic Heartland and Transport for the North, 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 Solent to Midlands 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 East Midlands
40% London to Scotland East
40% South Pennines
39% Kent Corridor to M25
37% London to Scotland West
32% Midlands to Wales and Gloucestershire
30% Felixstowe to Midlands
30% South Midlands
28% London to Leeds
27% London to Wales
17% North Pennines
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 Solent to Midlands route links the south of England to the Midlands and runs through or near key cities and towns including Oxford, Bournemouth and Poole, and the south coast ports of Southampton and Portsmouth. The route provides a link between strategic economic gateways and major urban areas. Other key towns and cities nearby or along the route include Northampton, Reading, Newbury, Winchester and Didcot/Abingdon.
The route begins in the south and runs for a total of 304 miles, providing access to areas such as Buckinghamshire, KEY
Oxfordshire, west Berkshire, Wiltshire, Solent to Midlands route Dorset and Hampshire. The route is SRN a gateway to a number of airports, including Southampton and Bournemouth International, and many key strategic employment sites. The route covers a wide area from the outskirts of Winchester along the A34 up to Oxford, along a section of the A43 past Brackley and Towcester, and across Southampton and down to Portsmouth along the A31, M27 and A27 leading to Havant. It is a mixture of A roads and motorway, with sections of 3- and 4-lane motorways. In 2014 the route handled 4% of national traffic with some 3.2 billion vehicle miles travelled. A high proportion of journeys on the route are commercial trips with traffic transporting freight to the sea ports. In addition, a significant proportion of the traffic is locally based, making shorter trips. To the north, the route interconnects with a number of other motorways including the M40 and the M1 at Northampton.
Reproduced using Ordnance Survey data © Crown Copyright 2016
Figure 2.1 - Route overview map
5 Solent to Midlands Route Strategy
The route is identified as important by local councils and local enterprise partnerships for businesses, communities and local residents as it provides a key means of access to the Midlands. As such it has an important role in supporting the distribution of goods and strategic traffic from the southern ports. The route also supports the retail, tourism and leisure industries by serving key cities and major towns. It provides connections to a number of popular attractions, including Bicester Village and Silverstone Racing Circuit. A large number of leading motorsport companies are located in the area around Silverstone, sometimes called ‘Motorsport Valley’. Nationally, it also provides a link to London, and is a strategic national corridor and freight route where imports and exports come from the ports of Southampton and Portsmouth. These ports provide important international connections for the cruise sector from Southampton as well as being located close to the Rotterdam to Shanghai sea freight route. The route links strategic freight areas around Northampton which generate large numbers of movements in the corridor. Moreover, the route provides access to a number of important environmental areas including: North Wessex Downs Area of Outstanding Natural Beauty (AONB); South Downs National Park; and New Forest National Park. Other sites of special scientific interest (SSSIs) in the area include Greenham and Crookham commons and Portsmouth Harbour. Transport connectivity in the region Key link for distribution of is heavily influenced by the coastal nature of the land to the south, and there are also a number of rivers along or traffic from the southern close to the route. ports and from strategic freight areas around Northampton.
6 Highways England
KEY
Solent to Midlands route Port Airport Junction number
Blue sections are motorways Red sections are all-purpose trunk roads
Newcastle upon Tyne
Liverpool Manchester
Norwich Birmingham
London
Exeter
© Crown copyright and database rights 2013 Ordnance Survey 100030649 – N130328
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 England information. Capacity is an issue on sections of the route such as at: ▪▪ the M27 where there is a concentration of congestion The following text and figures within this chapter provide ▪▪ the M271/M27 junction where there are incident a summary of the information collected and applied to concentrations, coupled with the likelihood of future our strategic themes. traffic increases Congestion is an issue along the route at locations such as on the M27 junctions 4 to 11 where congestion is A safe and particularly problematic in peak hours. Further north, serviceable network congestion constrains the area south of Oxford down to the M4. There are concentrations of incidents at various points on Congestion issues also occur where multiple routes the route. In particular there are clusters of accidents on combine such as along the A34 where high congestion the M27 junction 8, at the M271/M27 interchange and on and delays are exacerbated by main junctions lying in the M3 towards Winchester. close proximity to each other, resulting in a knock-on Further north between Winchester and Newbury, there effect on the local road network. The situation is set to are issues around the slip roads with accidents involving worsen as a result of planned developments along the HGVs. The slip roads at Bullington Cross for the A34, route particularly near the A34. Newbury Bypass at the A343 and at East Ilsley are also There will be construction impacts related to HS2 phase safety hazards. Around Oxford, there are also a number 1 across the A43 at Brackley and around junction 10. of road merges, which contribute to capacity issues. The M40 junction 9, the A4185 Chilton Junction and the A34 have a record of fatal accidents. Supporting economic The high proportion of goods traffic travelling from north growth to south accelerates the deterioration of the road surface along the route. Between Winchester and Newbury, The route is a critical strategic link, linking the south with bridges at the M3 Popham interchange have suffered the Midlands, and as such is vital to the pan-regional from premature deterioration. economy as well as providing local access to major urban Other problems identified along the route include areas along the route. ▪▪ a lack of HGV parking The evidence base identifies a large number of current and proposed development opportunities, which should ▪ limited variable message signs on the corridor ▪ come forward either alongside the route, or near to other major highways corridors that take direct access from the route. Along the south of the route, economic growth in the coastal towns will need to be accommodated particularly at the port near Southampton. The ports at Southampton, Marchwood and Portsmouth are international gateways for freight and passengers alike. Other developments in the south include Eastleigh Riverside, which is a 150-hectare mixed-use. On the A34 corridor between Southampton and Newbury, there are high traffic flows to junction 13 of the M4, reflecting its important strategic role in linking economic growth in the north and south.
9 Solent to Midlands Route Strategy
Further north towards Oxford on the A34 at the Milton Interchange, the network also needs to accommodate A more accessible and growth at Science Vale as well as locations such integrated network as Harwell.
Analysis of available evidence has identified locations where walking and cycling are most significantly affected by the route. One location where there is a substantial An improved environment barrier to connectivity is at junction 9 of the M3 (the A34 Winchester junction) which is adjacent to the South Downs National Park and which is a barrier to horse The route passes through a variety of areas experiencing riders, pedestrians and cyclists. There is also a lack of different environmental challenges. For example: provision for non-motorised user (NMU) crossings on ▪▪ There are Air Quality Management Areas (AQMAs) at the A34. M37/M271, at Eastleigh, and to the north of the The evidence review has also highlighted locations where route near Oxford. local highway authorities see opportunities to open up ▪▪ The A34 between the M40 and M4 junctions is new routes of access to the SRN such as improving also often restricted or closed which has resulted access for NMUs. This includes the provision of a number in environmental pollution along the route around of new or upgraded NMU crossings along the route. Oxford, Bicester, Abingdon, Didcot and through the Stakeholders have set out their aspirations to make North Wessex Downs AONB. better use of rail to transport goods between the ▪▪ Traffic noise on the A34 has also been identified as Midlands and the ports to reduce the volume of goods a concern, with calls for noise barriers as well as traffic on the roads. road surface treatment along the A34 particularly around Oxford.
In the south on the M27 around junctions 7 and 8, there are concerns over unnecessary lighting. SSSIs such as St Catherine’s Hill in Hampshire have also been affected by works that have bisected the hill, leaving steep embankments that have become dominated by scrub.
10 Highways England
Solent to Midlands - Route Strategy: Map 1 of 3
A 5
M69 M1 M 6
Coventry
Rugby A14 A 4 5 M45
Coventry 5 4 6 A A4
Northampton M 40 15a
te u to er or at o a a a e uture gro t area o t or e u t o
e a e e a ro e or ot S er to e a o e ter a or e e o e t
3 A4 Milton Keynes KEY uture ou g gro t t e ra ey area Supporting economic growth M 1 Free-flowing network Safe and serviceable network 10 re ue t o ge t o at Improved environment t t e a gro t e e te t e area
Accessible and integrated network A 5
M40
(see Map 2) 9
Figure 3.1 - Key challenges for the route Ayelsbury
Oxford
M40 A34
(see Map 2)
11 Solent to Midlands Route Strategy
Solent to Midlands - Route Strategy: Map 2 of 3
(see Map 1) M40 Mainline needs to accommodate growth plans Growth at Bicester 9 Congestion on approach and at M40 junction 9
A34/A40 junction is an A34 north of Oxford – accident hotspot facilities for NMUs are very poor A34/A420 additional junction capacity required for growth Oxford west of Oxford Hinksey Hill lack of A34 west Oxford – east–west capacity conflict between local and strategic traffic Traffic uses less suitable routes through Oxford Meadows to A34 west Oxford concrete avoid A34 congestion surface is noisy
A 4 4 19 3 M40 A34 Milton to Peartree A – all junctions need to accommodate growth A34 – incidents take a long time to clear A34 south of Oxford – poor merge/diverge issues
A34 (M4 to M40) – Swindon lack of HGV parking A34 West Berks – diversion M4 routes use village roads
15 A34 north of Chieveley – noise A34 at Chieveley – flooding during heavy rain A34 Chieveley – lack of provision for pedestrians and cycles Reading 13
M4 KEY Newbury
Supporting economic growth Free-flowing network 4
Safe and serviceable network 3 A A34 Litchfield lack Improved environment of provision for NMU crossings M3 Accessible and integrated network Basingstoke
A303 A303 8
A34/A303 Northbound slip is a problem for HGVs
9 Congestion at junction Winchester
M3
(see Map 3)
Figure 3.2 - Key challenges for the route
12 Highways England
Solent to Midlands - Route Strategy: Map 3 of 3
(see Map 2) A 3 3 6 A34 M
KEY 9
Salisbury 3 Supporting economic growth Winchester A
Free-flowing network A 36 Safe and serviceable network gro t at ort ee to e Improved environment a o o ate Accessible and integrated network M27 3 Southampton International
1 a a ty re u re or Southampton a r ort gro t Roa ou e to a e Southampton ate a ety ue o e ue A27 at St eo ar 12 5 A27 31 A a e to a e ea to o ge t o Portsmouth uture gro t Bournemouth ur a area a International at a r ort A35 Bournemouth
o ge t o ere Reg Poole to er o a er ey a or otto a R g oo u t o Isle of Wight
Figure 3.3 - Key challenges for the route
13 Solent to Midlands Route Strategy
KEY
Route Diversion road network via local road Strategic road network
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.
Contains Ordnance Survey Data © Crown Copyright and database right 2016
Figure 3.4 - Solent to Midlands diversionary routes
14 Highways England
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, bridges 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 1% of our structures are in poor or very poor condition. The framework aligns strategic objectives with regional asset management plans and lifecycle asset management Drainage plans. It also includes the analysis required to plan the Drainage assets are represented by both linear assets (for investment and expenditure on the strategic road network example pipes, channels, ditches, drains) and non-linear during the next road period, developing the business assets (for example gullies, chambers). Across the route, case options for capital renewals. It will provide a clear drainage assets are considered to be in good condition articulation of the total value that will be delivered by for linear assets and very good condition for non-linear investment in RIS2, including the costs and benefits of assets. Of those assets inspected, just under 75% of delivering the capital renewals programme. linear assets have been assessed as having no defects or only superficial defects, with just over 85% of non-linear Operations assets falling in the same categories. We are establishing a nationally consistent approach to the management of our operational capability through Earthworks 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 good condition, with the total length on the performance of the network and on the journeys of of earthworks that require further investigation amounting our customers. We are using the latest analytical software to less than 3%. 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 ▪▪ how the attendance of a traffic officer has an impact risk of asset failure is expected to increase, although for on incident durations many types of asset the risk of failure remains low and ▪▪ how information provided by Highways England we do not routinely replace assets solely because they can benefit road users who plan their journeys are older than their expected operational life. We use a beforehand and then while on their journeys combination of more regular maintenance and inspection, along with a risk-based approach to ensure that assets By better understanding our current operational remain safe while achieving value for money from our performance, we can create a baseline from which we maintenance and renewal activities. can identify opportunities for improvement.
15 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 Solent to Midlands Route Strategy
Solent to Midlands - Route Strategy: Map 1 of 3
A 5
M69 M1 M 6
Coventry
A14 Rugby A 4 5 M45 Coventry 6 4 Northampton–Daventry A DIRFT
5 Northampton 4 M A 40 15a
A5 Towcester Relief Road
Milton 1 3 42 4 A A Keynes
13
A421 M M40 Growth corridor 1
KEY 10 Highways England Oxford to Cambridge Expressway strategic study major improvement project A 5 Innovation
Strategic study M40 Economic opportunity areas 9 Housing and mixed use
Mixed employment cluster Aylesbury
Urban centre
International gateway
Industrial Oxford
Research and technology
Energy
Intermodal transport hub
Logistics M40 A34
Figure 4.1 - Investment plans and economic opportunity areas
18 Figure 4.2-Investmentplansandeconomicopportunity areas Solent toMidlands Economic opportunityareas K E Y L Intermodal transporthub E Research andtechnology I International gateway Urban centre Mixed employmentcluster Housing andmixeduse S I major improvementproject Highways England n n o nerg trate d n g u ovati i M s s t tri y g i 4 c i a s c study o S
l
n
w
A
i 4
n 1 d 9 o n
-RouteStrategy:Map2of 1 5 S win don M4 A 3 A34 t 0 A 3 3 0 echnology 3 hous A 34 O ing xford ju nh ancements
3 nc tio ns W i nc h es t e r A34 1 3 M 9 3
N A34 A e 3 w 0 b Science ValeOxford 3 O u x r y f o M r B 9 d 4 a 0 s 8 i n g s t M3 o k ju e nc (A34 tio n 9 )
improvement R e a d i n g Highways England M M M 3 4 4 0 19 Solent to Midlands Route Strategy
Solent to Midlands - Route Strategy: Map 3 of 3
3 A34 M KEY
Highways England major improvement project 9 Innovation Salisbury 3 Strategic study A Winchester Economic opportunity areas
Housing and mixed use M3 junctions 9–14 M27 Southampton junctions A 1 Mixed employment cluster 36
Urban centre 3 4 Southampton International International gateway M27 Eastleigh and Airport 1 ) Industrial M ( 3
Southampton A Research and technology A31 Ringwood M27 junctions 4–11
Energy M271/A35 Southampton and M27 A27 Redbridge Marchwood Portsports 12 5 A27 Intermodal transport hub roundabout Ringwood upgrade Solent EZ Logistics Portsmouth (Port)
Bournemouth Portsmouth International A35 Poole Bournemouth East Dorset conurbation
Dorset Green Technology Park Isle of Wight
Western Dorset Growth Corridor
Figure 4.3 - Investment plans and economic opportunity areas
20 Highways England
M 1 5 A Northampton 4 5. Future challenges and opportunities5 A 15a
M 40 Route Strategies have identified study areas on the strategic road network
Milton 1 42 A which require further investigation of the issues raised by stakeholdersBrackley A43 and Keynes
13
A421 M identified through Highways England intelligence. These study areas will 1
now be assessed further as part of our development for RIS2.10 A43 Brackley to M40
A 5 0 4 M
M 1 5 9 A Northampton 4 5 A Note: The map presents the extent of study A34 Oxford to Aylesbury 15a areas within the route. Colours/shading are M40 junction 9 for presentational purposes only and no M 40 prioritisation has been considered at this stage.
Oxford
Milton 1 42 M40 A Brackley A43 Keynes A 41 A34 193
A421 M 1 A34 from M4 to Oxford
Swindon 10 A43 Brackley to M40 M4
A 15 5 0 4 M Reading M4 9 13
A34 Oxford to Aylesbury M4 M40 junction 9 Newbury
A343
Oxford
M3
A343 Basingstoke M40
A A34 Winchester
4 A34 19 to Newbury A34 A303 A34 from M4 to Oxford A303 8
Swindon M4
15
9 Winchester Reading Southampton to M4 Salisbury Winchester: 13 Fawley freight line A M4 36 Newbury M27 3 4 Southampton International A343
1 ) M ( Southampton 3 A
M3 A35/A31 M27 A27 Honiton to Ringwood A343 Basingstoke 12 5 A27
A31 Ringwood A34 Winchester Portsmouth to Newbury A34 Dorchester A303 A303 8 Bournemouth International A35 Poole Bournemouth
9 Isle of Wight Southampton to Winchester Salisbury Winchester: Fawley freight line A 36
M27 3 4 Southampton International
1 ) M ( Southampton 3 A A35/A31 M27 A27 Honiton to Ringwood 12 5 A27
A31 Ringwood Portsmouth Dorchester Figure 5.1 - Map of all study areas
Bournemouth International A35 Poole Bournemouth
Isle of Wight 21 M 1 5 A Northampton 4 5 A
15a
M 40
Milton 1 42 A Brackley A43 Keynes
13
A421 M 1
10
A 5 0 4 M
9
Aylesbury
Oxford
M40
A
M 4 A34 1 19 5 A Northampton 4 5 A
15a Swindon M M4 40 15
Reading M4 13 Milton 1 42 A Brackley A43 Keynes M4 13 Newbury
A421 M 1
A343
10
A M3 5
A343 Basingstoke 0 4 M
9 A34 A303 A303 8 Aylesbury
Oxford 9 Winchester Salisbury Solent to Midlands Route Strategy M40 A 3 A 6
4 A34 19
M27 3 4 Southampton International
Swindon A35/A31 Honiton to Ringwood 1 ) M ( M4 Southampton 3 A
15 M27 A27 12 5 A27 Ringwood Reading A31 M4 Portsmouth Dorchester 13 Bournemouth M4 International A35 Newbury Poole Bournemouth
A343 Isle of Wight
M3 ▪▪ There are incident concentrations on A31 between Roadhouse and Lake Gates (Wimborne). A343 Basingstoke ▪▪ There are noise issues along A31 through St Leonards. ▪▪ There are congestion issues on the A31 between Bere Regis and Ferndown, also at Merley, Canford Bottom and AmeysfordA34 junctions. A303 A303 ▪▪ Growth projections will affect the A318 around Bournemouth and Poole.
Southampton to Winchester: Fawley freight line
▪▪ A study has identified the challenges associated with 9 reintroducing passenger services along the Fawley Winchester freight line in Hampshire. Salisbury ▪▪ While the current study will look at the opportunities to enhance ferry services linking Fawley, Warsash, Hythe, A 36 Southampton and Marchwood, the ability of these services to deliver significant travel capacity or modal shift are limited. M27 3 4 Southampton International
1 ) M ( Southampton 3 A
M27 A27 12 5 A27
A31 Ringwood Portsmouth Dorchester
Bournemouth International A35 Poole Bournemouth
22 Isle of Wight M 1 5 A Northampton 4 5 A
15a
M 40
Milton 1 42 A Brackley A43 Keynes
13
A421 M 1
10
A 5 0 4 M
9
Aylesbury
Oxford
M40
A
4 A34 19
Swindon M4
15
M Highways England 1 5 A Northampton 4 5 Reading A M4 13 15a
M4 M 4A340 WinchesterNewbury to Newbury
▪▪ The A34 will remain a key route for north–south freight A343 movement. With increased development in and around Basingstoke, the A34/A343 junction may present a future constraint to economic growth. Milton 21 4 Further congestionM3 is anticipated in the longer termA due Brackley ▪▪ A43 Keynes to increased traffic volumes on the route, particularly at A343 Basingstoke the junction between the A303 and A34. 13
There is Aan42 1incident cluster site for traffic merging Mon ▪▪ 1 A34 the A34 northbound from Bullington Cross. A303 There are NMU issues at Litchfield. A303 8 ▪▪ 10 ▪▪ There is a lack of provision of HGV laybys.
A 5 0 4 M
9 9 Winchester
Salisbury Aylesbury
A 36 A34/M4 to Oxford
M27 ▪▪ There is persistent and increasing traffic congestion 3 4 Southampton and incident concentrations on the A34 from the M4 InternaOtixonalford to Oxford.
1 )
▪ There are increasingM development pressures from the
▪ ( Southampton 3 ‘Knowledge Spine’ (anA economic opportunity area) of Science Vale, OxfordM40 and Bicester. ▪▪ GrowthM27 is expectedA27 at locations such as Harwell, Milton A 4 A34 A27 19 Park, Didcot12 and5 Banbury, which is likely to increase demand on the A34. A31 Ringwood ▪▪ Rail electrificationPo rtalongsmout hthe route adjacent to A34 would Dorchester need to be phased in to avoid potential engineering constraints preventing early delivery of improvements to SwindoBnournemouth International the A34 south of Lodge Hill. M4 A35 Poole Bournemouth ▪▪ There are severance issues for NMUs and flooding incidents at Chieveley. 15
Reading M4 Isle o1f3 Wight
M4 Newbury
A343
23 M3
A343 Basingstoke A34 A303 A303 8
9 Winchester Salisbury
A 36
M27 3 4 Southampton International
1 ) M ( Southampton 3 A
M27 A27 12 5 A27
A31 Ringwood Portsmouth Dorchester
Bournemouth International A35 Poole Bournemouth
Isle of Wight M 1 5 A Northampton 4 5 A
15a
M 40
Solent to Midlands Route Strategy
Milton 1 42 A Brackley A43 Keynes
13
A34 Oxford to M40 junction 9A421 M 1
▪▪ There are increasing development pressures from the Knowledge Spine (an economic opportunity area) of 10 Science Vale, Oxford and Bicester.
▪ Growth is expected at locations such asA Harwell, Milton ▪ 5 Park, Didcot and Banbury, which is likely to add to 0
4 demand on the A34. M
9
Aylesbury
M 1 5 A Northampton 4 5 A Oxford 15a
M M40 40 A
4 A34 19 A43 Brackley to M40
▪▪ Slow and/or unreliable journeys on A43 have negative impacts on strategic growth sites and especially planned Swindon future employmentMilton sites. Future1 growth is likely to 42 be constrained. A M4 Brackley A43 Keynes ▪▪ Future growth could worsen congestion and recurring 15 delays at existing junctions.13 A421 M ▪▪ There are possible safety impacts1 on mainline motorway Readingtraffic from queuing at M40 junction 10. M4 Reliability/congestion issues will have a detrimental 13 ▪▪ 10 impact on plans for the Oxford–Milton Keynes– Cambridge growth corridor. M4 A Newbury ▪▪ There are severance issues for5 NMUs along the A43
0 corridor. 4 M
A343 9
Aylesbury M3
A343 Basingstoke A34 Oxford A303 A303 8
24 M40
A
4 A34 19
9 Winchester Swindon Salisbury M4 A 36 15
M27 Southampton 3 4 Reading M4 International
1 13 ) M ( Southampton 3 M4 A Newbury M27 A27 12 5 A27
A31 Ringwood A343 Portsmouth Dorchester
Bournemouth International M3 A35 Poole Bournemouth A343 Basingstoke A34 A303 A303 Isle of8 Wight
9 Winchester Salisbury
A 36
M27 3 4 Southampton International
1 ) M ( Southampton 3 A
M27 A27 12 5 A27
A31 Ringwood Portsmouth Dorchester
Bournemouth International A35 Poole Bournemouth
Isle of Wight 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.
25 Solent to Midlands 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.
26 27 If you need help accessing this or any other Highways England information, please call 0300 123 5000 and we will help you.
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