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Birmingham to 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 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 27

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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 A50 A483 A5 A453 A38 A42 A46 A458 M54 Norwich A5 M42 A47 M6 Leicester A47 M69 A1 Birmingham M6 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 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) 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 Birmingham to Exeter 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

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 London to Scotland West Road Strategy

RIS1 Strategic ision as reiterated in RIS Post 22: 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 22: 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 Stakeholder engagement watchdog, to undertake research on road user priorities. More than 4,400 interviews were undertaken with drivers Building on the engagement we started in the first across the SRN. Figure 1.4 below shows the breakdown round of Route Strategies, we have continued to work by user type and purpose. 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. We used a number of methods to collate information. 3,487322 79%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 407 9% stakeholder organisations provided important feedback 206 5% on the network during the evidence collection period. There were also more than 370 individual members of the 206 5% 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 1,367 31% 2,457 56%

Business Figure 1.4 - Driver sample breakdown Leisure25 fleet managers2,457 from 56%a mix Local authority of industries sie and regions STBs/LEPs 25 fleet managers from a mix Individuals of industries sie and regions Others The research found that the Birmingham to Exeter route was well rated, with 62% of users rating their experience of the route as either extremely good or fairly good. However, as Table 1.1 shows, 43% of users still Figure 1.3 - External stakeholder responses experienced problems using the route, with congestion and roadworks cited as the 2 main causes. We are increasingly working with subnational transport bodies (SNTBs), 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 Birmingham to Exeter 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%

43% Birmingham to Exeter

41% South West Peninsula

41% North and

40% London to Scotland East

40% South Pennines

39% Corridor to M25

37% London to Scotland West

32% Midlands to Wales and

30% Felixstowe to Midlands

30% South Midlands

28% London to

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 Birmingham to Exeter route is key to connecting Birmingham and the with the South West and plays a vital role in providing a link between major towns and cities in the UK.

It comprises most of the M5 from Exeter (junction 31) to Birmingham at its intersection with the M42. It runs near key cities such as Worcester, , and Exeter.

The route is 295 miles long with 4.2 billion vehicle miles recorded on this route in 2014. It is a high-standard network with KEY sections of 3 and 4- motorways. Birmingham to Exeter route Smart motorways have been established SRN on the route, with sections of dynamic hard-shoulder running. On-going investment will add all-lane running to the M5 between junctions 4a and 6. The route begins on the outskirts of Birmingham at the intersection of the M42 and runs down to junction 31 at Exeter. It provides access to areas such as , , Gloucestershire and . The route is also a link to airports at Birmingham, Bristol and Exeter, and leads to Bristol port and a number of key strategic employment sites along the route, such as the and docks. A high proportion of journeys on the route are long-distance commercial and leisure-related trips. In a number of areas, particularly around the major conurbations of Worcester, Cheltenham and Gloucester, Bristol and Exeter, a significant proportion of the traffic is local, comprising shorter- distance trips. Nationally, the route provides a gateway linking the South West to the North, as Reproduced using Ordnance Survey data © Crown Copyright 2016 well as intersecting with roads such as the M4, which provides a link to both Wales Figure 2.1 - Route overview map and London. Heading north to south, the route interconnects with the M42, M50, A46, A40, A417, M4, A30 and A38, providing numerous pan-regional route options involving use of the M5.

5 Birmingham to Exeter Route Strategy

The route plays an important role in supporting the distribution of goods and strategic traffic between the Midlands, the South West and the rest of the UK. Freight trips constitute at least 15% of traffic across the entire M5 and make up a third of traffic on the busiest sections around Exeter and Weston-super-Mare. The route is used to access the ports at Bristol, Plymouth and Weymouth and plays a key role in the distribution of fresh produce from the South West. It also supports the retail, tourism and leisure industries by serving the key cities and major towns. There are major shopping centres and attractions at Birmingham, Bristol and Exeter. Additionally, major tourist destinations served by the route include the Cotswolds, Bath, Cheddar Gorge and Weston-super-Mare, while there are other popular destinations in Somerset, , Devon and . Many of these journeys are seasonal, and increased traffic is experienced on the route due to tourism during the holiday periods and at weekends throughout spring and summer. Key areas of industry along the route include locations such as the employment areas at Avonmouth and Severnside, , Hinkley Point power station, and Huntspill Energy Park.

Freight trips constitute at least 15% of traffic across the entire M5 and make up a third of traffic on the busiest sections around Exeter and Weston-super-Mare.

6 Highways England

Newcastle upon Tyne

Liverpool

Norwich Birmingham

London

Exeter

Gloucestershire Airport

Bristol Port

Airport

KEY

Birmingham to Exeter route Port Airport Junction number

Blue sections are motorways Red sections are all-purpose trunk roads © 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. Congestion affects a number of sections on the route, especially where the M5 provides access to major urban areas. The sections where the M5 connects to other The following text and figures within this chapter provide motorways (M42, M4, M48, M49) and strategic routes a summary of the information collected and applied to (A46, A40, A417, A38, A30) also experience congestion. our strategic themes. The only section of the route with infrastructure in place is between junctions 15 and 17 A safe and around Bristol, although a section between junctions 4a and 6 is committed and currently under construction, and serviceable network is planned to be completed during 2017. Congestion is generally concentrated around locations There are concentrations of safety issues at various near to major urban areas and where multiple routes points on the route, particularly around Bristol, meet, such as: Bridgwater, Taunton and Exeter. ▪ in the north of the route around Tewkesbury As the route is entirely made up of motorway, incidents ▪ are primarily related to junction layouts (such as M5 ▪▪ the Cheltenham and Gloucester conurbation junction 19), or locations where incidents occur in and Stroud congested conditions. There are also locations where ▪▪ around Bristol junctions are closely spaced together (such as M5 ▪▪ to the south around Weston-super-Mare, junctions 15 to 16 and junctions 18 to 18a) which can Taunton and Exeter lead to unsafe weaving movements. The route around Bristol and Exeter experiences Around Bristol operational resilience can be an issue, congestion related to both the urban area and route as any closures or disruption to the interchanges. Around Bristol there are interchanges or the M5 results in traffic diverting through Bristol, due between the M4, M48 and M49, and around Exeter there to the lack of suitable diversion routes between the are interchanges with the A30 where traffic combines with M4 and M5. This is also the case from junction 19 to the M5 traffic between junctions 29 and 31. junction 20, where M5 traffic is routed along the A370 through villages. The same issue occurs at Exeter with the Exe bridge and lack of a strategic alternative route.

9 Birmingham to Exeter Route Strategy

Supporting economic An improved environment growth

The route is a critical strategic link between the South The route passes through a number of areas experiencing West and Midlands. It is vital to pan-regional economic different environmental challenges. growth, and also provides local access to many urban On the route, noise and air quality problems are an issue, areas. The route plays a major role in supporting the as the route passes by urban areas with Air Quality national economy. Management Areas (AQMAs) and Noise Important Areas The evidence base identifies a large number of current (NIAs) as shown on figures 3.1 to 3.3. The route also and proposed development opportunities either along the provides access to the Malvern Hills and Cotswold Areas route itself or near to other major highway corridors that of Outstanding Natural Beauty (AONBs). take direct access from the route. These comprise: In the northern section there are areas with flooding ▪▪ northern section investment around Tewkesbury, risks around Tewkesbury and Stroud, around Bristol at Stroud and Cheltenham and Gloucester Avonmouth, and in the southern section at the Somerset ▪▪ development at Avonmouth and Severnside Levels and Taunton. ▪▪ an urban extension at Weston-super-Mare and junction 21 Enterprise area ▪▪ Hinkley Point C and Huntspill Energy Park, a designated Enterprise Zone, located close to the M5 A more accessible and with access provided via junctions 23 and 24 from integrated network the M5 ▪▪ the recently announced garden village at Culm (east The evidence has identified locations where walking and of ) and the garden town at Taunton cycling are most affected by the SRN. Lack of crossing ▪▪ key growth sites east of Exeter that will impact on facilities has been identified as an issue where the M5 the route passes through Tewkesbury (junction 9), Bristol (junction 19) and Tiverton (junction 27). The area south of Bristol relies on the M5 to feed strategic trips to and between economic hubs. The South The evidence review has also highlighted locations West relies on the strategic highway connectivity provided where local highway authorities see opportunities to by the M5. open up new routes of access to the SRN. This includes alterations to existing SRN junctions or the need to provide additional junctions.

10 Highways England

Birmingham to Exeter - Route Strategy: Map 1 of 3

KEY 4a M42 Supporting economic growth Bromsgrove Free-flowing network Congestion on the M5 leads to traffic diverting

Safe and serviceable network onto the A38 AQMA 38 Improved environment Congestion issues at the junction to Droitwich A likely to be increased by development Accessible and integrated network 5 Noise Impacts

Significant capacity issues due to major development at Worcester North 6 Worcester

AQMA Worcestershire Parkway Rail 7 Station provides opportunity for modal shift from M5

Safety issues at junctions 8 - 4a Northbound

Challenges for pedestrians 8 and cyclists crossing the M5 M50 Severe congestion and capacity issues - nearby housing and 9 A46 employment proposals

Pressures from future Junction configuration development in Cheltenham restricts police operations

AQMA Noise issues junctions 9-12 10 Gloucestershire Cheltenham Airport Pressures on junctions 11,11A,12,13 and 14 from A40 11 future development

Gloucester 11a Junction 11A severe A417 congestion and pressure from future development

Cotswold Hills Area of Outstanding Natural Beauty 12 Junction 12 congestion leading to mainline queuing and pressure from future development 13 Mainline queueing at junction Pressures from future 12 causing safety concern development in Cheltenham No NMU provision at junction 13 Opportunity to enhance provision of customer information, J13-J15 Resilience of the network to flooding junction 9 to 13

Chepstow

Junction 14 congestion and 14 pressure from future development 8 4 M M 4 8 M5

Figure 3.1 - Key challenges for the route

11 Birmingham to Exeter Route Strategy

Birmingham to Exeter - Route Strategy: Map 2 of 3

Opportunity to review adequacy of A38 diversionary route Close proximity of junction 16 and the A38 Aztec Chepstow M5 West junction leads to operational and queuing issues 14 8 4 M Challenges for pedestrians/ cyclists crossing at junction 16 M 4 5 8 M M4

Challenges for pedestrians M 15 M4 4 and cyclists crossing M5 Major employment and residential development 9 16 Significant pressure on motorway to west of A46 Bristol and south of M5/M4 interchange. 17 AQMA 18a Noise impacts M4 Lack of alternative route to Avonmouth 18 18 Bridge if there is an incident Gap in smart 19 motorway provision Bristol 5 Bristol A46 32 M M Capacity issues likely to be exacerbated by Severn Estuary Site of growth at Portishead Special Scientific Interest 20 Severe queuing and Ramsar Site at junction 19

Resilience of the raised section of M5 in the Gordano Valley, Bristol lack of alternative route International

Opportunity to enhance provision of customer information M5 KEY

Supporting economic growth Figure 3.2 - Key challenges for the route Free-flowing network Safe and serviceable network Improved environment Accessible and integrated network

12 Highways England

Birmingham to Exeter - Route Strategy: Map 3 of 3

Safety issue due to shunts northbound exit slip

Junction 21 severe congestion 21 Challenges for pedestrians and Weston- cyclists crossing M5 super-Mare

Leisure development impacts on network capacity

Junction 22 housing growth at Burnham, Highbridge and Isleport 22 Mendip Hills 5 Area of Outstanding M Natural Beauty

Planned development around junction Opportunity to enhance 23, for example, Huntspill Energy Park provision of customer KEY information

23 Supporting economic growth Hinkley Point power station impact on operations of junctions Free-flowing network Safety issue Growth hub for Hinkley Point supply chain southbound carriageway will lead to additional pressure on junctions Safe and serviceable network Bridgwater 24 Challenges for Improved environment pedestrians and Safety issue cyclists crossing M5 Accessible and integrated network southbound carriageway

Taunton Significant development planned Planned growth at Wellington 25 A at Taunton 3 will increase pressure on SRN 58 Noise impacts Completion of the A358 scheme may increase traffic on the motorway

Development impact at junction 25 26 which is already at capacity Safety issue due to shunts 5 northbound exit slip M Blackdown Hills Area of Outstanding Natural Beauty Significant expansion A361 27 plans at Tiverton Limited accessibility for pedestrians/cyclists around Noise impacts M5 junction 27 from Tiverton Parkway station towards Uffculme Significant development pressure from urban extension at Cullompton Opportunity to enhance provision of customer information 3 AQMA 28 30 A

A30 A35

Exeter International

AQMA 29 A30 Exeter Continuing growth east of 30 Exeter combined with challenges in summer peak 31

Noise impacts

Exe Estuary Site of Special Scientific Interest and Ramsar Site A38

Figure 3.3 - Key challenges for the route

13 Birmingham to Exeter Route Strategy

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 under way 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 - Birmingham to Exeter 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 conditions across the route is considered to be sound or with 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, less 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 investment and expenditure on the strategic road network (for example pipes, channels, ditches, drains) and non- during the next road period, developing the business linear assets (for example gullies, chambers). Across case options for capital renewals. It will provide a clear the route, drainage assets are considered to be in good articulation of the total value that will be delivered by and very good condition for linear and non-linear assets, investment in RIS2, including the costs and benefits of respectively. Of those assets inspected, just under 75% delivering the capital renewals programme. of linear assets have been assessed as having no defects or only superficial defects, while just over 85% of the non- Operations linear assets fall in these 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 5%. 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 Birmingham to Exeter Route Strategy

Birmingham to Exeter - Route Strategy: Map 1 of 3

4a M5 junctions 4A-6 5 M42 M Bromsgrove

KEY

38 A Highways England major improvement project M5 junction 6 improvement 5 Innovation

Strategic study

Economic opportunity areas 6 Housing and mixed use Worcester Growth Corridor Worcester 5 Mixed employment cluster M Urban centre 7

International gateway

Industrial

Research and technology

Energy

Intermodal transport hub 8 Logistics

50 M Tewkesbury 9 A46

10

Gloucestershire Cheltenham

A40 11

11a Cheltenham-Gloucester Quedgeley Gloucester

A 41 5 7 M 12

13 Stroud Ecotricity Berkeley

5 M

Chepstow

14 8 4 M M 4 8 M5

Figure 4.1 - Investment plans and economic opportunity areas

18 Highways England

Birmingham to Exeter - Route Strategy: Map 2 of 3

KEY Chepstow M5 Highways England major improvement project 14 Innovation 8 M49 Avonmouth junction 4 M 5 M Strategic study 4 M M4 8 Economic opportunity areas M 15 Housing and mixed use M4 4 9 16 Mixed employment cluster A46 17 Urban centre 18a M4 International gateway 18 18 Bristol Industrial 19 Bristol A46 5 32 Research and technology M M Energy Bristol Avonmouth, Intermodal transport hub 20 Portbury and Portishead Logistics

Bristol Airport

M5 fuel price indicator trial (M5 junctions 18-30) M5

Figure 4.2 - Investment plans and economic opportunity areas

19 Birmingham to Exeter Route Strategy

Birmingham to Exeter - Route Strategy: Map 3 of 3

21 Weston- M5 junction 21 super-Mare

Weston-super-Mare urban extension

22

5 M

KEY Hinkley Point C Highways England and Huntspill major improvement project 23 Innovation M5 Bridgwater junction Strategic study Bridgwater 24 Economic opportunity areas Housing and mixed use

Mixed employment cluster Taunton M5 fuel price indicator trial Urban centre 25 (M5 junctions 18-30) International gateway A 3 Industrial 5 8 Research and technology A358 Taunton to 26 Southfields dualling 5 Energy M Intermodal transport hub A361 27 Logistics

A30/A303 Exeter

3 0 28 3 A

A30 A35

Exeter Airport

A30 Exeter 29 A35

30 31

A38

Figure 4.3 - Investment plans and economic opportunity areas

20 4a 5 M42 M Bromsgrove M5 junctions 2 to 6

5

6 Worcester 5 M 7

Highways England

8

0 M5 9 A46

5. Future challenges and opportunities 10 Cheltenham

A40 11

Gloucester 11a

A Route Strategies have identified study areas on the strategic road network 4 1 5 7 M which require further investigation of the issues raised by stakeholders and 12 identified through Highways England intelligence. TheseWales study areas will 13 now be assessed further as part of our development for RIS2. M5 north of junctions 15 to 9 5 M

Chepstow

14 8 4 M 5 Newport M 4 M Note: The map presents the extent of study M4 8 areas within the route. Colours/shading are M4 9 for presentational purposes only and no M4 15 M5 junctions 15 to 16 18/18a around Bristol 4a prioritisation has been considered at this stage. 5 M42 17 M Bromsgrove 18a M4 18 Bristol M5 junctions 19 Bristol 2 to 6 5 32 M M 5 20

Bristol 6 airport Worcester 5 M 7

21 Weston- super-Mare

8

0 M5 22 9 A46 5 M

10 Cheltenham 23 A40 11

Gloucester 11a Bridgwater 24

A M5 south of junction 18/18a 41 5 7 M to north of junction 27 12 Taunton 25 13 A 3 5 Wales 8 M5 north of junctions 15 to 9 26 5 M 5 M A361 27 Chepstow

14 8 M5 junctions 27 to 31 4 M 5 Newport M 4 M 8 3 M4 0 28 3 A

M4 9 15 M4 M5 junctions 15 to A30 A35 16 18/18a around Bristol Exeter 17 airport 18a M4 18 Bristol 29 19 A30 Exeter Bristol 5 32 M M 30 31

20

Bristol airport

A38

21 Weston- super-Mare Figure 5.1 - Map of all study areas

22

5 M

23 21

Bridgwater 24 M5 south of junction 18/18a to north of junction 27

Taunton 25

A 3 5 8 26 5 M

A361 27

M5 junctions 27 to 31

3 0 28 3 A

A30 A35

Exeter airport

A30 Exeter 29

30 31

A38 4a 5 M42 M Bromsgrove

5

6 Worcester 5 M 7

8

0 M5 9 A46

10 Cheltenham

A40 11

Gloucester 11a

A 41 5 7 M 12 Wales 13

5 M

Chepstow

14 8 4 M 5 Newport M 4 M M4 8

M4 M4 9 15 16 17 18a M4 18 Bristol 19 Bristol 5 32 M M

20

Bristol airport

21 Weston- super-Mare

22

5 M

23

Bridgwater 24 Birmingham to Exeter Route Strategy

Taunton 25

A 3 5 M5 junctions 27 to 31 8 26 5 M ▪▪ M5 junction 31 is the main route into south Devon and Cornwall, while junction 27 is used for north Devon and A361 27 junction 29 is used for Dorset. ▪▪ Future growth at Cullompton (garden village) and in and around Exeter will exacerbate congestion on the SRN at this location. ▪▪ Junctions 29 to 31 are a constraining point on the network where3 routes combine — A30 from the east and 0 28 3 from the west.A The section suffers from congestion and weaving issues. A30 A35 ▪▪ Large amounts of local traffic mix with long-distance Exeter traffic on this section of the network. airport ▪▪ High seasonal flows cause congestion at weekends during the holiday periods. A30 Exeter 29

30 31

A38

22 4a 5 M42 M Bromsgrove

5

6 Worcester 5 M 7

8

0 M5 9 A46

10 Cheltenham

A40 11

Gloucester 11a

A 41 5 7 M 12 Wales 13

Highways5 England M

Chepstow

14 8 4 M 5 Newport M 4 M M4 8

M5 south of junction 18/18a to north of junctionM4 M4 9 27 15 16 17 ▪▪ The level of congestion, particularly 18a M4 18 at junctions 18 to 21, 22 and 25 will Bristol 19 continue to increase. Bristol 5 32 M ▪▪ DueM to congestion, areas of economic growth such as 20 Avonmouth and Severnside, Burnham, Taunton and Bridgwater

Bristol could be constrained. airport ▪▪ The majority of incidents occur at the junctions. Increasing traffic will lead to flow breakdown, and

incidents on the mainline may also increase. 21 Weston- ▪▪ Traffic diverting onto local roads will super-Mare lead to more localised congestion and environmental issues. ▪▪ Lack of technology and information along the route is affecting the customer experience on this section 22 of the network. 5 M ▪▪ High seasonal flows cause congestion at weekends during the holiday periods.

23

Bridgwater 24

Taunton 25

A 3 5 8 26 5 M

A361 27

3 0 28 3 A

A30 A35

Exeter airport

A30 Exeter 29

30 31 23

A38 4a 5 M42 M Bromsgrove

5

6 Worcester 5 M 7

8

0 M5 9 A46

10 Cheltenham

A40 11

Gloucester 11a

A 41 5 7 M 12 Wales Birmingham to Exeter Route Strategy 13

5 M M5 junctions 15 to 18/18a around Bristol Chepstow

14 ▪▪ The level of congestion, particularly at junctions 8 4 15, 16, 17 and 18/18a will continue to increase. M 5 Newport M M 4 ▪ Increasing congestion will constrain areas of M4 8 ▪ economic growth, such as Avonmouth and

M4 9 Severnside and within and around Bristol. M4 15 16 ▪▪ Junctions 18 and 18a are the main access to the future development sites at Avonmouth and 17 Severnside. 18a M4 18 ▪▪ Congestion at these junctions could lead to an Bristol 19 increase in incidents. Bristol 5 32 ▪▪ There are large amounts of local traffic mixing M M with long-distance traffic on this section of the network. 20 ▪▪ High seasonal flows cause congestion at weekends during the holiday periods. Bristol airport

21 M5 junctions 2 to 6 Weston- super-Mare ▪▪ Future growth in Bromsgrove, Worcester and the Black Country will exacerbate congestion on the strategic road network. 4a 5 M42 M ▪▪ There are large volumes of local traffic mixed with long- Bromsgrove distance traffic on this section of the network. 22 ▪▪ Congestion and poor journey time reliability, particularly between junctions 1 and 5, is affecting the customer 5 experience on this section of the network. M 5

23 6 Worcester 5 M Bridgwater 24 7

Taunton 25

A 3 5 8 8 26 5 M 0 24 M5 9 A46 A361 27

10 Cheltenham 3 0 28 3 A A40 11 A30 A35 Gloucester 11a Exeter airport A 41 5 7 M A30 Exeter 29 12

30 13 Wales 31

5 M

A38 Chepstow

14 8 4 M 5 Newport M 4 M M4 8

M4 M4 9 15 16 17 18a M4 18 Bristol 19 Bristol 5 32 M M

20

Bristol airport

21 Weston- super-Mare

22

5 M

23

Bridgwater 24

Taunton 25

A 3 5 8 26 5 M

A361 27

3 0 28 3 A

A30 A35

Exeter airport

A30 Exeter 29

30 31

A38 4a 5 M42 M Bromsgrove

5

6 Worcester 5 Highways England M 7

M5 north of junctions 15 to 9 8

0 ▪▪ The level of congestion, particularly at M5 9 A46 junctions 9, 10, 11, 11a, 12 and 14, will continue to increase. At more than 1 of the junctions the queues already extend back to the mainline, causing safety concerns. 10 ▪▪ This increasing congestion could constrain Cheltenham areas of economic growth such as Tewkesbury, West Cheltenham, Gloucester A40 11 and Stroud. 11a Gloucester ▪▪ Congestion at the junctions could lead to an increase in incidents. A 41 5 7 M 12 Wales 13

5 M

Chepstow

14 8 4 M 5 Newport M 4 M M4 8

M4 M4 9 15 16 17 18a M4 18 Bristol 19 Bristol 5 32 M M

20

Bristol airport

21 Weston- super-Mare

22

5 M

25

23

Bridgwater 24

Taunton 25

A 3 5 8 26 5 M

A361 27

3 0 28 3 A

A30 A35

Exeter airport

A30 Exeter 29

30 31

A38 26 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.

27 Birmingham to Exeter 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 SNTBs, 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.

28 29 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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