A47/A12 Corridor Feasibility Study Stage 3: The Case for Investment

A Report by AECOM for the Highways Agency

February 2015 2 | A47/A12 Corridor Feasibility Study - Stage 3 EXECUTIVE SUMMARY

AECOM has been commissioned by the On the basis of the available evidence „„ A47/A141 Guyhirn Junction improvements Highways Agency to undertaken a study about the limited use of the road for end- (estimated cost range £11m to £16m) – into the problems along the corridor and to-end journeys and current capacity along this is anticipated to improve capacity consider the potential for interventions sections of the road, the study concluded supporting economic growth to address these problems, including an that the approach of identifying and tackling „„ A47 North Tuddenham to Easton dualling assessment of the affordability, value for hotspots along the corridor would more likely (estimated cost range £110m to £155m) money and deliverability of better options. to deliver better value for money. Analysis – this is anticipated to reduce the risk of of the emerging schemes within this report This report presents the case for making collisions, increase resilience, improve was completed by November 2014 to inform investment into the emerging schemes capacity supporting economic growth. the Department for Transport investment prioritised in the second stage of the study. planning. An initial case for investment „„ A47/A11 Thickthorn Interchange A high level assessment was undertaken has been prepared for the following improvement (estimated cost range £67m of the case for dualling all remaining single interventions along the A47/A12 corridor: to £103m ) – potential to generate benefits, carriageway sections of the A47. This Thickthorn Interchange is considered to be „„ A47 A1/Wansford to Sutton dualling suggested that dualling along the entire of strategic importance to Norwich, the A11 (estimated cost range £61m to £86m) – A47 corridor could result in a 32 minute corridor and the future growth aspirations this is anticipated to reduce the risk of journey time saving for end-to-end journeys for the area. collisions, increase resilience, improve at an approximate cost of £1.4 billion. capacity supporting economic growth A47/A12 Corridor Feasibility Study - Stage 3 | 3

„„ A47 Blofield to North Burlingham dualling For Acle Straight proposals were There has also been interest from (estimated cost range £54m to £80m) – developed to undertake minor safety local MPs and the relevant highway this is anticipated to reduce the risk of improvements in the short term and authorities – Norfolk County Council and collisions, increase resilience, improve further work on improvements in the Suffolk County Council to re-designate capacity supporting economic growth medium and long term, working with the A12 trunk road to be an extension Natural England to assess environmental of the A47 trunk road in recognition of „„ A47/A12 Vauxhall Roundabout and impacts and potential mitigation. the strategic nature of the route. Great Yarmouth Station improvements (Estimated cost range £19.4m to £29.2m) This report also includes information about – this is anticipated to improve capacity the range of stakeholder opinion about supporting economic growth improvements. Generally there is support for making improvements to address „„ A12 Package of roundabout improvements problems along the route, albeit different in Great Yarmouth, including Gapton stakeholders hold diverse views as to the Hall Roundabout, Harfreys Roundabout, nature and scale of intervention required. Bridge Road and James Paget Hospital Junctions(estimated cost range £11m to £15m) – this is anticipated to improve capacity supporting economic growth 4 | A47/A12 Corridor Feasibility Study - Stage 3 1 INTRODUCTION AND PURPOSE

INTRODUCTION This was one of six studies announced STUDY AIMS AND OBJECTIVES at the 2013 Spending Review to The aim of the A47/A12 Corridor Feasibility AECOM is working on behalf of the tackle long-standing road hotspots Study was to identify and assess future Highways Agency (HA) for the DfT to in different parts of the country. options for investment in solutions along identify the problems and propose The Spending Review committed Government the A47/A12 corridor that are deliverable, solutions along the A47/A12 corridor. This affordable and offer value for money. is the third and final report of the suite to an historic shift in the UK’s approach of three reports. This report presents to roads, underpinned by the biggest The specific objectives of the study were to: the case for making an investment for programme of investment since the 1970s. By 2021 the Government plans to treble „„ To identify and assess the case for the the emerging schemes prioritised at the deliverability and timing of specific second stage of the study. The report investment in major new road enhancements from today’s levels, marking the start of a infrastructure investments that address sets out the performance of the 12 existing problems on the A47/ A12 corridor; emerging options against the strategic radical new programme of renewal of the strategic road network. This is alongside and economic case and identifies the „„ To understand the balance of benefits next stage for progressing the options. an investment of £10 billion for repairs to and impacts from potential individual ensure sustainability of the HA network. investment proposals and any additional Significantly, this investment is being benefits or impacts from the perspective of the whole corridor; and CONTEXT underpinned by reforms to the way the HA manages the road network to lock-in The Department for Transport (DfT) „„ To evidence where possible, the wider investment and secure collaboration with commissioned the A47/A12 study to look economic benefits of transport investment the construction industry to deliver this step at ways of improving the A47 trunk road in the corridor. change in investment. The Government will between the A1 and Great Yarmouth invest over £28 billion in enhancements and and the A12 trunk road between the maintenance of national and local roads. Great Yarmouth and Lowestoft. A47/A12 Corridor Feasibility Study - Stage 3 | 5

The study was undertaken from spring parts of the motorway or trunk road to autumn 2014 by AECOM, and took network in the vicinity of the corridor, a proportionate approach to option as these were considered as part of the assessment in line with the Department preparation of HA’s Route Strategies. for Transport’s (DfT) guidance on transport The study was undertaken in three stages analysis (WebTAG). A stakeholder and was guided by the DfT’s Transport reference group was formed to ensure Analysis Guidance (WebTAG) 2014. effective external involvement in the study. This reference group acted as a This report constitutes the third of three sounding board and allowed the views reports. Table 1.1 provides a summary for of local stakeholders to be captured and each stage of the process and the related considered during the study process. WebTAG steps that the report follows.

Table 1.1 Study stage process

STUDY SCOPE AND APPROACH The scope and approach of the study was Stage Task outlined in the Scope Document which Step 1 – Understanding the current situation was developed by the Department for Step 2 – Understanding the future situation Transport with input from Stakeholders1. 1 Step 3 – Establishing the need for intervention As its purpose was to inform investment planning for the strategic road network, Step 4a – Identifying the objectives the study focused on road-based Step 4b – Define the geographic area of impact to be addressed by the intervention solutions but was informed by analysis Step 5 – Generating options of travel demand in general and the availability of different transport modes. 2 Step 6 – Initial sifting of options Step 7 – Development and assessment of potential options The study did not consider specific Step 8 – Produce an option assessment report issues or proposals in relation to other 3 Step 9 – Clarify modelling and appraisal methodology for further appraisal (Stage 2 of WebTAG)

1 Scoping Document: https://www.gov.uk/government/uploads/system/ uploads/attachment_data/file/345566/a47-feasibility-study-scope.pdf 6 | A47/A12 Corridor Feasibility Study - Stage 3

REPORT PURPOSE AND CONTENT The following structure for this and the problems identified along the route The aim of this report is to document the report has been applied: and the specific intervention objectives case for investment into the A47and A12 „„ Chapter 2: Context – provides a reminder „„ Chapter 5: Economic Appraisal of Options trunk roads, building upon the analysis of the scope of study and description of the – this chapter sets out the initial economic, documented in the first two reports. corridor environmental and social impacts of each This report will also identify a range of of the emerging options for each challenge „„ Chapter 3: Methodology – outlines the infrastructure proposals likely to achieve location the intervention objectives and which methods and findings recorded in the could potentially achieve a good case first two study reports and provides a „„ Chapter 6: Next Stages – this chapter for investment. This report will also description of the methods use during the details the next stages of the study identify the next stages for developing third stage of the study and how it will be managed through any proposals that may be included the Highways Agency Project Control „„ Chapter 4: The Strategic Case for in the Roads Investment Strategy. Framework. Investment – sets out the need for intervention and provides an overview of „„ Chapter 7: Conclusion the work completed in previous reports A47/A12 Corridor Feasibility Study - Stage 3 | 7 2 CONTEXT

Figure 2.1 Study Corridor – Geographical Scope INTRODUCTION This chapter provides a reminder of the scope of the study and description of the corridor. King's Lynn

East Dereham Norwich A1 Wisbech A47 A47 Great Yarmouth

A47

A12 STUDY SCOPE Peterborough Norfolk Broads National Park

A11 In terms of geographic scope, the study Lowestoft considered the A47 trunk road, from Thetford its junction with the A1 at Wansford Ely (west of Peterborough) through to Great A14

Yarmouth, as well as the A12 trunk road A14 from its junction with the A47 to the Cambridge south-side of Lake Lothing in Lowestoft. A1 The location and extent of the study corridor is illustrated in Figure 2.1.

Contains Ordnance Survey data © Crown copyright and database right 2014 8 | A47/A12 Corridor Feasibility Study - Stage 3

DESCRIPTION OF CORRIDOR of the potential on the eastern coast, the Previous studies have proposed dualling The A47 and A12 trunk roads form part Chancellor announced in the 2011 budget a number of sections of the A47 in the of the strategic road network and provide the establishment of the Great Yarmouth short and long term, together with a for a variety of local, medium and long and Lowestoft Enterprise Zone particularly number of junction improvements. for energy-related businesses to maximize distance trips between the A1 and the Comprehensive improvement of the support for the offshore energy sector. In eastern coastline. The corridor connects A47 is a strategic aspiration of local December 2013 government announced the cities of Norwich (population over MPs, local government, business and a Greater Norwich City Deal to enable 210,000) and Peterborough (population other stakeholders who have organised knowledge based industries to develop. over 180,000), the towns of Wisbech, themselves to form the A47 Alliance. Kings Lynn, Dereham, Great Yarmouth and There has been rapid growth over the The aim is to capitalise on the potential Lowestoft and a succession of villages in past decade and the area is expected to economic benefits of improved what is largely a rural area. The route also continue to grow. The cities of Peterborough accessibility to the Midlands and the passes through the Broads National Park. and Norwich attract additional traffic North as well as address safety issues. along the route, particularly during the Norwich and Peterborough have developed Figure 2.2 provides a diagrammatic morning and evening peak periods. service-based economies and the towns illustration of the corridor relative to various along the route have retained market The route is around 115 miles long; 54 towns and cities, administrative boundaries town and other functions including miles or 47% is dual carriageway while and sections of dual and single carriageway. agricultural-related industry. In recognition 61 miles or 53% is single carriageway. A47/A12 Corridor Feasibility Study - Stage 3 | 9

A47/A12 Feasibility Study Stage 1 – Route Based Strategy – Map 1 of 2

FigureFigure 2.2 A47/A12 2 .Feasibility2 Study Corridor A47/A12 Feasibility Study Corridor King’s Lynn and West Norfolk (West) (Norfolk)

King’s Lynn A149

Lynn Road A17

A1101 A1065 A47 A10 A47 B 198 Wisbech

A47 (see map 2) A15 A1101 Swaffham

A1 A47 Thorney Breckland (Norfolk) A47

A141 Peterborough March A1065

A1 A1260 City of Peterborough

Fenland (Cambridgeshire)

Administrative Boundary

Single Carriageway Sections

Dual Carriageway Sections 10 | A47/A12 Corridor Feasibility Study - Stage 3

A47/A12 Feasibility Study Stage 1 – Route Based Strategy – Map 2 of 2

Figure 2.2 A47/A12 Feasibility Study Corridor (East) Figure 2.2 A47/A12 Feasibility Study Corridor Broadland Norwich City Council (Norfolk) (Norfolk)

Norwich Dereham A1064

Great Yarmouth (Norfolk) A47 Easton A1074 A1042 Acle A149 A47 A1075 Hockering Honingham A47 (see map 1) Broadland (Norfolk)

Breckland Great 1108 Yarmouth (Norfolk) B A146 A 12 A11 A140

A143

South Norfolk

A1117 A 12

Waveney (Suffolk) Lowestoft Administrative Boundary

Single Carriageway Sections

Dual Carriageway Sections

A12 A47/A12 Corridor Feasibility Study - Stage 3 | 11 3 METHODOLOGY

Introduction including those associated with safety and a number of problems along the route operation of the corridor. Proposed housing that impact on the efficient and safe The study was completed in accordance and employment growth adjacent to the movement of people and goods and with the DfT Transport Analysis Guidance A47/A12 corridor is anticipated to increase have consequential effects on the (WebTAG) and in several stages. This traffic volumes potentially exacerbating environment and local communities. chapter outlines the methods and findings the current challenges reported. As a The data analysis, identification of current recorded in the first two study reports consequence, without intervention the problems and future issues informed the and provides a description of the methods economic, environmental and social costs definition of a set of intervention objectives. used during the third stage of this study. associated with the route could worsen. These objectives were subsequently used The current situation was summarised in generating and assessing options to as a mix of dual and single carriageway, improve the route. These objectives were to: STAGE 1: REVIEW OF EVIDENCE AND with a dualled bypass to Norwich and a „„ Facilitate growth in employment at key IDENTIFICATION OF PROBLEMS handful of other short dualled sections. centres and locations along the A47/A12 ALONG THE CORRIDOR On single carriageway sections of the corridor The Stage 1 report highlighted that the route, traffic flows are between 14,000 and highway layout category and level of service 33,000 vehicles a day, or moderately busy. „„ Facilitate growth in housing at key on the A47 vary considerably over its length. development hotspots along the corridor Fluctuation in flows along the route It is understood that the widely held opinion indicates that a significant proportion by local authorities and the business „„ Improve capacity, resilience and safety: of trips are made along relatively short community, is that the corridor in its current sections of the route, rather than long- „„ Reduce delay and queues that occur during form is a significant constraint to growth. distance trips along the entire route. the peak hours and seasonal times of the Various studies and reports identified year The analysis of available traffic data and a number of challenges along the route evidence from other studies indicated 12 | A47/A12 Corridor Feasibility Study - Stage 3

„„ Improve the resilience of the route, such Stage 2: Option Assessment Report of the defined objectives and a high level that the number of incidents and the Following the identification of intervention deliverability and the feasibility criteria effects of incidents is reduced objectives and priority challenges, the were taken forward. The 12 prioritised study reviewed previous work to verify options were then assessed against the „„ Reduce the number of collision on the A47/ DfT’s Option Assessment Framework, A12 at key hotspots on the corridor the severity of the challenge before identifying infrastructure proposals that with evidence presented against the best „„ Environmental concerns: could address the problems identified. practice Treasury five case model (which The study built on work done to date assesses the strategic, economic, financial, „„ Minimise unacceptable impacts on the wherever possible, drawing upon a range management/delivery and commercial surrounding natural environment and of completed or recent related studies cases). The ‘economic case’ requires landscape and optimise the environmental and strategies including the Thickthorn consideration of environmental and social opportunities and mitigation that the Interchange Improvements undertaken as well as economic impacts of options. intervention could bring. 3 by Norfolk County Council in June 2013 , The results of the prioritising culminated in The study prioritised challenges to be and the A47 Blofield to North Burlingham the following link and junction schemes to addressed along the route. It did so by Dualling Scheme that was withdrawn be taken through for further assessment: drawing upon the Route Strategy Evidence following the 2010 spending review. Report2 to identify 32 challenges along 22 locations were identified as having the route and categorising these as either Link Scheme Options either current or imminent problems current problems or future problems. By and these were considered further at „„ A47 between the A1 and Sutton prioritising the current and those future a high non-detailed level. At this stage „„ A47 North Tuddenham to Easton problems identified as being imminent a range of possible measures were „„ Blofield to North Burlingham based on forecast growth in the area, developed for comparison. The options the study prioritised 23 challenges. „„ Acle Straight (Safety remedial measure) were then assessed using criteria from the DfT’s Early Assessment and Sifting Tool (EAST). In total approximately 66 Individual Junction Scheme Options options (22 challenges) were assessed „„ A47/A141 Guyhirn Roundabout in this way. Only those which met most „„ A47/A11 Thickthorn Junction

2 East of England Route Strategy: http://assets.highways.gov.uk/our- 4 Norfolk Council Engineering Report for Thickthorn: http://www. road-network/route-strategies/East%20of%20England.pdf – Accessed gndp.org.uk/content/wp-content/uploads/downloads/2013/06/Final- November 2014 Engineering-Report-P3-reduced-size.pdf – Accessed November 2014 A47/A12 Corridor Feasibility Study - Stage 3 | 13

A12 Package 1 Options „„ Qualitative feedback from the option journey times, and distances as well as

„„ Vauxhall Roundabout & Asda Junction generation and sifting stage and from the traffic growth, with input assumptions Project Board relating to time periods, purposes and vehicle split/user classes. The Department A12 Package 2 Options To forecast the traffic growth up to the for Transport’s TUBA software has been assessment years TEMPRO V6.2 and „„ Gapton Roundabout applied in the appraisal of transport user NTM growth factors have been used. The „„ Harfreys Roundabout benefits for each emerging option. impact of planned or individual committed „„ Bridge Road developments in local areas has not been The approach taken was therefore „„ James Paget Roundabout considered other than allowances already proportionate given the constraints in included within TEMPRO. At this stage of terms of the programme and resources Analysis during Stage 3: The scheme identification this approach is available. This straightforward approach Case for Investment considered to be proportionate. Furthermore minimises the risk of error and enabled The aim of this report is to set out the all scheme assessments were undertaken prioritising the assessment of challenges case for investment for each of the adopting a fixed trip basis and hence do not that represented a current or future issue. emerging options identified at as part reflect any travel demand suppression due of the second stage of the study. to congestion or induced travel following network improvement, nor do they represent Generally, no strategic transport model any wider traffic reassignment. Furthermore, runs have been undertaken at this in order to ensure unrealistic traffic demand stage of the study. Instead assessment was not taken through to subsequent has made best use of existing analyses, traffic growth was capped. information, in particular using: The economic appraisal has been based „„ Evidence readily available in previous on data from a variety of sources, with reports and datasets from local authorities WebTAG assumptions applied where and existing traffic flow data on main roads localised data was not available. The based on the Highways Agency Hatris key input data related to traffic volumes, TRADS database – data records kept by 4 the Agency ; and traffic databases and associated applications. The Traffic Flow Data System (TRADS) holds information on traffic flows at sites on the network. These two databases are known collectively as the HA Traffic Information 4 The Highways Agency (HA) currently maintains, operates and develops System (HATRIS). - https://www.hatris.co.uk/ 14 | A47/A12 Corridor Feasibility Study - Stage 3 4 THE STRATEGIC CASE FOR INVESTMENT

INTRODUCTION (Dec 2013) sets out five objectives for DRIVERS FOR CHANGE the Strategic Road Network (SRN): The standards and level of service on the The purpose of this chapter is to present A47/A12 vary considerably over its length. the case for change and specifically to „„ A strategic road network which supports articulate the need for investment. and facilitates economic growth; The corridor experiences peak time congestion along some sections of the corridor. Notably The Strategic Case for Investment „„ A strategic road network which is located at junctions in Peterborough, Norwich establishes the need for intervention maintained to a safe and serviceable and Great Yarmouth at the northern end of and considers the extent to which the condition; the A12 at Vauxhall and Gapton Roundabout. emerging options will meet the specific „„ An efficiently and effectively operated intervention objectives it is intended to strategic road network; address; and whether it is consistent with, There are growth hotspots at several and will contribute to, wider policy aims. „„ A strategic road network which minimises locations along the corridor, including its negative impacts on users, local The government’s aim is to create a national development growth at Peterborough, Kings communities and the environment; and road network fit for the 21st century, Lynn, Norwich and Great Yarmouth. There is potential for proposed developments which gives road users the best possible „„ A strategic road network which balances quality of service and supports broader the needs of individuals and businesses to be constrained by the limitations economic, environmental and safety goals. that use and rely on it. on the ability of the highway network to accommodate additional trips. For example the strategic road network performance specification 2013-15 published by DfT in April 2013 and the Draft National Policy Statement (DNNPS) set out the Government’s vision A47/A12 Corridor Feasibility Study - Stage 3 | 15

The problems along the route The Stage 1 report reviewed the evidence For house building to start the development were identified as being: and identification of problems along does not necessarily depend on possible the corridor and the policy documents infrastructure improvements. However „„ Congestion at a number of locations that set out key local authority growth the attractiveness of new housing particularly at peak periods forecasts. These documents indicated locations could be harmed if the

„„ inconsistent carriageway standards that investment in infrastructure will Strategic Road Network is congested. leading to problems where standards help strengthen and drive the economy, The economic recovery and growth of the reduce create jobs and act as a key enabler of centres along the corridor such as the economic growth. These schemes could Enterprise Zone in Great Yarmouth and „„ lack of overtaking opportunities help to provide for future travel demand Lowestoft and Norwich depends upon across the Peterborough and Anglia LEP „„ poor resilience owing to difficulty in attracting new employers to the area, areas and to maximise the efficiency of passing incidents and lack of alternative either in existing industrial parks or at new the strategic network by addressing the routes locations. The ability of these businesses bottlenecks on key routes and provide to compete with others elsewhere could be „„ collision hotspots where the collision rate more efficient high quality sustainable contingent upon easy and efficient access is above the national average transport links between the main urban to the strategic road network. Without these areas and centres of employment. „„ lack of alternative east-west rail improvements there is potentially a risk that connections. Traffic modelling has shown that in the base businesses may decide to locate elsewhere case congestion will worsen considerably and thus the area could lose opportunities The key short term problems associated should planned growth take place in the to improve its economic performance. with the A47 are understood to include towns without transport interventions. congestion, delay and safety issues, which impacts on both strategic movements and more local traffic movements. These problems are anticipated to worsen in the longer term without any improvements as private car demand is expected to rise as will forecast growth in freight and strategic traffic. 16 | A47/A12 Corridor Feasibility Study - Stage 3

INTERVENTION SPECIFIC OBJECTIVES The aims of the study have been established and have been set out in Chapter 1. It is important to set clear objectives to help shape appropriate measures to address challenges. The objectives have been aligned and refined by the discussions that took place during the stakeholder engagement. The objectives have also been informed by an appreciation of the underlying issues gathered as part the evidence gathering process. Table 4.1 below sets out the objectives as defined at Stage 1 of the study.

Table 4.1 Overall Objectives Supporting Facilitate growth in housing Strategic Facilitate growth in employment at key centres Economic at key development hotspots Objectives and locations along the A47/A12 corridor Growth along the corridor Reduce delay and queues that occur during the peak Capacity hours and seasonal times of the year Improve the resilience of the route, such that the number of Resilience Operational incidents and the effects of incidents is reduced Objectives Safety Reduce the number of collision on the A47/A12 at key hotspots on the corridor Minimise unacceptable impacts on the surrounding natural Environmental environment and landscape and optimise the environmental opportunities and mitigation that the intervention could bring. A47/A12 Corridor Feasibility Study - Stage 3 | 17

MEASURES FOR SUCCESS KEY STAKEHOLDER ENGAGEMENT The Alliance considers that there is a Measures for success relate to: During the course study from spring to strong case for investment and calls on autumn 2014 a stakeholder reference the government to support this and agree „„ improvements in traffic volumes and group was formed to ensure effective to prioritise investment into the A47/A12 journey times external involvement. This reference group corridor. They have consistently requested that they would like the government to „„ reduction in congestion acted as a sounding board and allowed the views of stakeholders to be captured commit in the long-term to full dualling of „„ improvements in journey time reliability. and considered during the study process. the route with appropriate grade separation with a phased approach to improvement „„ indicators related to economic activity, These included views from local highway over the short, medium and long term. for example the number of jobs created, and local planning authorities along the the average wage levels and the number corridor, Local Enterprise Partnerships, There are also interests from environmental of new companies that have moved in the statutory environmental bodies and other bodies such as Natural England with area within the area of influence of the interested organisations. They provided regards to design of emerging options and scheme. important local knowledge about problems the safeguarding of the environmental and historical designations on the route. The These and further measures for success along the corridor and views on the stakeholder reference group also included will be developed as part of future acceptability of emerging proposals. representatives from Campaign for Better option development in accordance Included within the stakeholder reference Transport and other statutory bodies such as with the Highways Agency’s Project were representatives of the A47 Alliance. The English Heritage, Natural England and RSPB. Control Framework (PCF), the Agency’s A47 Alliance brings together stakeholders to approach to managing major projects. ensure a coordinated approach to securing There has also been interest from improvements to the A47. Membership local MPs and the relevant highway includes local authorities, local enterprise authorities – Norfolk County Council and partnerships and representatives from Suffolk County Council to re-designate the business community and road user the A12 trunk road to be an extension groups all along the route from the A1 of the A47 trunk road in recognition of in the west to the east coast at Great the strategic nature of the route. Yarmouth and south to Lowestoft. 18 | A47/A12 Corridor Feasibility Study - Stage 3

OPTION DEVELOPMENT „„ link stress calculations up to 2031 suggest „„ Dualling the A47 between Blofield to North The development of the options utilised that some single carriageway sections of Burlingham (7.8 km) a range of resources and approaches the A47 will not reach capacity „„ Increased capacity of junctions at: to generate ideas. This approach „„ dualling could require a doubling of traffic „„ A47/A141 Guyhirn enabled a range of possible measures on certain single carriageway sections to to be developed in a proportionate, achieve a Benefit Cost Ratio (BCR) of 2 or „„ A47/A11 Thickthorn transparent and auditable manner. more „„ Acle Straight – small scale safety Following investigation approximately „„ there is no convincing evidence that end- measures and work to investigate three options had been developed for each to-end dualling would facilitate the levels environmental measures that may prioritised challenge location identified for of growth and additional traffic needed to be required for significant capacity those sections on the route with existing justify the level of investment required. improvements or imminent problems. The generation of options was based on feedback from A number of locations where identified „„ Packages of improvements to roundabouts the earlier stakeholder consultations, where problems could potentially be solved and junctions on A12 in Great Yarmouth supported by evidence gathered during by interventions that could potentially offer the problem identifications stage. value for money. These are set out below: „„ Package 1 (Vauxhall roundabout and Asda junction) A high level assessment of the benefits „„ Dualling the A47 between A1 and Sutton of dualling the A47 between the A1 and (2.5 km) „„ Package 2 (Gapton Roundabout, Harfreys Great Yarmouth was carried out. This Roundabout, Bridge Road and entrance to „„ Dualling the A47 between North suggests a notional 32 minute journey James Paget Hospital) Tuddenham and Easton (4.5 km) time saving for end-to-end journeys at a cost of approx £1.4 billion but: A47/A12 Corridor Feasibility Study - Stage 3 | 19 5 ECONOMIC APPRAISAL OF OPTIONS

INTRODUCTION MONETISED COSTS AND BENEFITS TABLE ESTIMATED COSTS The monetised costs and benefits tables The estimated cost of each proposal The Economic (value for money) Case presented for each of the options and has been prepared in accordance with considers the likely benefits and dis- packages shows the overall Present Value the Highways Agency Commercial benefits of each emerging option in Benefits (PVB) and Present Value Costs Cost Estimation Manual. terms of economic, environmental (PVC) values, the Net Present Value (NPV) They are Order of Magnitude Costs to and social impacts and the packages’ and resultant Benefit Cost Ratio (BCR). provide an assessment of proposals impacts on public accounts. The BCR is an indicator that summarises for entry to the forward programme the overall value for money of an emerging A mix of qualitative and quantitative of schemes and Project Lifecycle. indicators were used to assess the scheme and considers the impacts to the relative performance of the emerging economy, society and the environment. Additional monetary assessments for wider schemes against the Economic Case EMERGING SCHEMES assessment factors. This chapter impacts were not considered as part of The following section lists the emerging outlines economic, environmental and the study. Therefore adjusted BCR’s have schemes and the associated economic, social impacts of each of the emerging not been undertaken due to the high level environmental and social impacts. options for each challenge location. (non-detailed) approach adopted and a lack of evidence to support assumptions. Benefits and costs are for a standard 60 year appraisal (which is the required period in Department for Transport Guidance) from 2021 (the assumed opening year) to 2081 inclusive. 20 | A47/A12 Corridor Feasibility Study - Stage 3

A47 BETWEEN A1 AND SUTTON air quality. Realignment will involve a loss to changes in speed throughout the day (WEST OF PETERBOROUGH) of existing vegetation which will have may increase or decrease fuel efficiency. negative landscape and visual impacts. The monetised costs and benefits Economic Impacts In addition, there is likely to be an adverse are presented below: Providing 2.5km upgrade on the A47 impact to historical features including a between A1 and Sutton from single to dual scheduled monument and the diminished Analysis of Monetised A1 Sutton to Estimated Costs and Benefits Wansford Cost Range carriageway could lead to business accruing setting of a nearby Roman Fort. A nearby significant journey time benefits, though SSSI could experience adverse changes Travel Time Benefits £58,364,000 there could be a very marginal increase in to water and air quality on site and could VOC Benefits -£3,773,000 Vehicle Operating Costs. The upgrade to experience a loss of priority habitats. Indirect Tax Benefits £2,139,000 dual carriageway and a provision of a free The scheme could involve the addition Accident Benefits £25,033,000 flow left turn from the A1 onto the A47 of new culverts and works would be Greenhouse Gases -£876,000 should result in users on this section of undertaken in an area of high flood risk. Present Value Benefits the route experiencing higher speeds and £80,887,000 improved reliability. Journey time savings (£ 000’s, 2010 Prices) induced by this scheme could support Social Impacts £66m to £94m planned regeneration in the Peterborough Commuters and other users could accrue Present Value of Costs City Council area and could have a journey time benefits from the increased £50,803,000 positive wider impact in Peterborough. capacity provided by the upgrade to dual (£ 000’s, 2010 Prices) carriageway and increased speeds. These users could also benefit from improved Net Present Value Environmental Impacts £30,084,000 reliability resulting from improved junction (£ 000’s, 2010 Prices) This scheme could have a detrimental movements. Road users should benefit Benefit Cost Ratio 1.6 impact regarding noise due to higher from reduced stress as a result of journey speeds induced by the dual carriageway, time savings which improve reliability. which will also cause an increase in In addition, it is anticipated there could greenhouse gas emissions. This option be significant benefits, similar to that will alter the existing alignment of the A47, of journey time savings, associated with bringing it closer to residential properties collision reduction over a 60 year period. which could have an adverse impact on Benefits regarding affordability are related A47/A12 Corridor Feasibility Study - Stage 3 | 21

A47 GUYHIRN JUNCTION the resultant reduction in queueing could which improve reliability. In addition, there lead to a small reduction in greenhouse are significant benefits, similar to that Economic Impacts gas emissions. The junction enlargement of journey time savings, associated with will mean land take of existing roadside accident reduction over a 60 year period. Enlarging Guyhirn junction and providing two vegetation and have a negative visual The average user could see a marginal lane entries as well as a free flow left turn, impact on nearby properties to the east benefit from improvements to fuel efficiency should reduce queuing at the junction. This of the junction. The proximity of the works resulting from an increase in reliability. is expected to result in journey time benefits to Nene Washes Ramsar Special Area of and reduced Vehicle Operating Costs (VOCs) The monetised costs and benefits Conservation (SAC), Special Protection Area for business users. An increased capacity are presented below: (SPA) and Site of Special Scientific Interest at Guyhirn should result in improved (SSSI) could diminish biodiversity at this Analysis of Monetised Estimated reliability for business users. Journey time Guyhirn site. Road drainage is expected to discharge Costs and Benefits Cost Range savings induced by this scheme could into the River Nene but this could be an support residential developments and Travel Time Benefits £32,323,000 improvement to the existing discharge. The other planned regeneration in the March VOC Benefits £1,955,000 wider area including the A47 Fen Road to the and Wisbech areas and potentially have a Indirect Tax Benefits -£576,000 west of the River Nene is within the 1-in- positive wider impact on Peterborough. 100 floodplain. These factors constitute an Accident Benefits - adverse impact on the water environment. Greenhouse Gases £236,000 Environmental Impacts Present Value Benefits £33,937,000 There is likely to be an adverse impact with Social Impacts (£ 000’s, 2010 Prices) regard to noise for a number of individual £11m to £17m The journey time benefits associated with properties located close to the proposed commuters and other users are of a lesser Present Value of Costs junction enlargement at Guyhirn, due to £9,458,000 scale than those associated with business increased traffic flows. Likewise air quality (£ 000’s, 2010 Prices) users. The journey time savings are largely is likely to be diminished at sensitive attributed to reduction in queue lengths receptors close to the junction and the at the junction, which could also improve Net Present Value village of Guyhirn, whilst nitrogen deposition £24,478,000 reliability for commuters and other users. (£ 000’s, 2010 Prices) could have an impact on the nearby Nene All road users should benefit from reduced Washes complex. The improvement to Benefit Cost Ratio 3.6 stress as a result of journey time savings traffic movements through the junction and 22 | A47/A12 Corridor Feasibility Study - Stage 3

A47 EASTON TO NORTH TUDDENHAM have an adverse visual impact in the area. The monetised costs and benefits This could result in the loss of priority are presented below: Economic Impacts habitats along the route including Marsh BAP and Deciduous Woodland. As a result Analysis of Monetised Easton to North Estimated This scheme will involve some off-line Costs and Benefits Tuddenham Cost Range of this there a number of protected species upgrading of the A47 from single to dual that could be impacted such as badgers Travel Time Benefits £186,222,000 carriageway and the addition of new at- and bats. In addition, there could be a loss VOC Benefits -£7,389,000 grade junction which could lead to higher of hedgerows, trees and grasslands. Over Indirect Tax Benefits £5,731,000 speeds along the route and improved the length of the route to be upgraded reliability. As a result business users are Accident Benefits £42,611,000 there are parts that are located in areas at expected to benefit from substantial journey Greenhouse Gases -£2,374,000 risk of river and surface water flooding. time savings. These benefits could facilitate Present Value Benefits £224,801,000 new residential developments and other (£ 000’s, 2010 Prices) planned regeneration in the Dereham, Social Impacts £110 to £155m Heathersett and Easton/Costessay areas, Commuters and other users could accrue and could have a positive wider impact Present Value of Costs significant journey time benefits as a result £92,344,000 on the FUR of Peterborough. of increased speed and capacity along (£ 000’s, 2010 Prices) the route, whilst reliability should also be Environmental Impacts improved as extra capacity is provided Net Present Value and access is maintained. This increase £132,457,000 The proposed route will move the alignment (£ 000’s, 2010 Prices) in reliability could contribute to improved closer to ribbon development and dwellings Benefit Cost Ratio 2.4 journey quality and is linked to a reduction at Hall Drive, Honingham and this will cause in traveller stress. There is anticipated to adverse noise and air quality impacts. The be a considerable reduction in collisions upgrade to dual carriageway should allow along the route as a result of the upgrade traffic to travel at higher speeds along to dual carriageway and there are sizeable the route and this is likely to result in an benefits associated with this reduction. increase in greenhouse gas emissions. The Changes in speed throughout the day may off-line bypass could require a significant increase or decrease fuel efficiency. amount of land take which could have a detrimental impact on the landscape and A47/A12 Corridor Feasibility Study - Stage 3 | 23

A47/A11 THICKTHORN JUNCTION Environmental Impacts Social Impacts New link passes close to residential While most business users could Economic Impacts properties to the south of the A11 experience time savings from a decrease Most business users could have time (along Cantley Lane and Cantley Lane in queue length; other users could have savings of more than 5 minutes from a South) and to Ward’s Wood and Cantley an increase of journey time by traveling decrease in queue length; however some Wood (also south of the A11). a higher distance (along the bypass). users could have an increase of journey time The proposed improvements to the Journey time benefits accrued to by traveling a longer distance (along the interchange could have the potential commuters and other users could have bypass). to increase traffic speed resulting in savings of more than 5 minutes. Transport Providers benefits have an increase in greenhouse gases. not been specifically assessed. Benefits in journey time savings could The proposed works could involve major improve resilience and reliability which Journey time benefits accrued to business substantial earthworks for the new directly affect journey quality, predominantly users can be associated with the decrease in roundabout and over bridges consisting associated with traveller stress. traffic using the Thickthorn Roundabout. The of supporting embankments either The proposed scheme is the major expected journey time benefits for business side to carry the side road approaches option, but the minor option with users could help support planned residential and could result in the removal additional circulatory measures and employment regeneration in the Great existing vegetation and habitats. Norwich Area and particularly in Norwich could more likely impact the collision Research Park, Cringleford and Hethersett. One scheduled monument could be problems at this location. located within approximately 12m of the The scheme could improve the accessibility Option located in the core area of proposed works impact to setting. The to Thickthorn Park&Ride, and therefore Norwich. The expected journey time proposed roundabout and link road will it could benefit the public transport benefits could help support the existing potentially impact priority habitats. and planned employment of Norwich. (shuttle buses) that connects the This area is within 1 in 100 flood plain. Park&Ride to Norwich town centre. Impacts from scheme embankments could affect flooding. Records of a historical landfill to the south of the A11. 24 | A47/A12 Corridor Feasibility Study - Stage 3

The monetised costs and benefits The illustrative scheme considered above are presented below: for Thickthorn potentially has a low benefit cost ratio due to the high overall Analysis of Monetised Estimated Thickthorn costs involved for the scheme. Alternative Costs and Benefits Cost Range lower cost options were considered at Travel Time Benefits £31,669,000 a very high level which may potentially VOC Benefits £32,602,000 provide a higher BCR. Due to the strategic Indirect Tax Benefits £189,000 importance of the junction to the growth Accident Benefits - of Norwich further consideration should Greenhouse Gases £48,000 be given at the option development stage of the HA’s PCF process to enable Present Value Benefits £64,508,000 a suitable scheme to be progressed. (£ 000’s, 2010 Prices) £67m to £103m

Present Value of Costs £71,375,000 (£ 000’s, 2010 Prices)

Net Present Value -£6,870,000 (£ 000’s, 2010 Prices) Benefit Cost Ratio 0.9 A47/A12 Corridor Feasibility Study - Stage 3 | 25

BLOFIELD TO NORTH BURLINGHAM be kept by a minimum if a good landscape journey quality, regarding traveller stress. fit is achieved. The addition of a new bridge Given that the number of observed collisions Economic Impacts and the lighting of the new grade separated along this section of the A47 is lower junction could have an adverse effect on the than average, the benefits from collision Sizeable journey time benefits could be landscape as the road could be more intrusive. reductions are expected to be minimal. accrued by business users as a result of Another grade separated junction could also Changes in speed throughout the day may the dualling of this stretch of the A47 as the increase the visibility of the road near Blofield. increase or decrease fuel efficiency. increased capacity could allow higher speeds. The scheme has the potential to directly There could also be improved reliability mainly The monetised costs and benefits interfere with a number of prehistoric, Saxon associated with increased capacity and are presented below: and medieval artefact scatters as well as improved junction movements. Journey time indirectly impact on the setting of a number benefits induced by this scheme could support Analysis of Monetised Blofield to North Estimated of listed buildings that are situated within Costs and Benefits Burlingham Cost Range planned regeneration in the local area and 500m of the scheme. There are no sites of could have a positive wider impact on Norwich. Travel Time Benefits £124,726,000 nature conservation interest in close proximity VOC Benefits -£5,667,000 to the scheme and long term mitigation Indirect Tax Benefits £5,933,000 Environmental Impacts could lead to the creation of semi-natural habitats so there could be a positive impact Accident Benefits - Parts of Blofield could experience minor on bio diversity. Similarly, there could be Greenhouse Gases -£2,510,000 increases in noise levels due to increased slight benefits in terms of water environment traffic flows on the A47 and local roads as Present Value Benefits from the use of Pollution Control Units which £122,483,000 a result of the scheme. On the other hand, (£ 000’s, 2010 Prices) deliver highway runoff to infiltration ponds. there could be minor decreases in noise levels £54m to £80m between Blofield and North Burlingham as Present Value of Costs a result of the addition of noise barriers and Social Impacts £44,184,000 route realignment in places. An increase (£ 000’s, 2010 Prices) Commuters and other users could accrue in traffic volume and speed as a result of similar benefits to those associated with the scheme could lead to a slight increase business users due to journey time savings Net Present Value in greenhouse gas emissions. Despite an £78,298,000 resulting from higher speeds along the (£ 000’s, 2010 Prices) increase in the scale and footprint of the road route. There could be improved journey as a result of the upgrade to dual carriageway, Benefit Cost Ratio 2.8 reliability resulting in positive changes to the loss of mature trees and hedgerows can 26 | A47/A12 Corridor Feasibility Study - Stage 3

ACLE STRAIGHT environmental constraints to be overcome. Agency is planning to carry out works The Acle Straight section of the A47 is within Investigation of the appropriate mitigation to improve safety at collision sites and the Broads National Park and is adjacent measures that may be required for such these will be appraised in accordance to a number of environmentally designated capacity improvements was recommended. with the Agency’s appraisal rules. sites. To widen the road or to make the road Therefore no economic appraisal was a dual carriageway could require significant carried out in this study. The Highways A47/A12 Corridor Feasibility Study - Stage 3 | 27

GREAT YARMOUTH PACKAGE 1 Environmental Impacts Social Impacts Residential properties on Bridge Road could The journey time benefits associated with Economic Impacts experience adverse changes to noise and commuters and other users are expected This scheme could involve significant air quality levels as a result of the proposed to be larger than that accrued to business enlargement of the existing roundabout new right turn lane. Improvements to traffic users. The roundabout enlargement and potentially resulting in improved traffic flow flow and junction movements could result provision of turn lanes are expected to and significant journey time benefits for in a reduction in greenhouse gas emissions. lead to a decrease in queue length which business users. There could also be benefits Loss of roadside vegetation or habitat is will reduce journey time and improve associated with Vehicle Operating Costs not anticipated as a result of this scheme reliability, which should have a positive (VOCs) as junction movements are improved. but the townscape could be impacted by impact on journey quality for all users. The enlargement of the existing roundabout the increase in footprint of the roundabout. The addition of a right turn to the station/ and provision of a right turn lane for vehicles The scheme improvements are expected ASDA could mean an improvement in exiting the station should increase capacity to have a limited indirect impact on the access to Great Yarmouth bus and train and improve traffic flow that could result setting of 2 grade I listed buildings and a station. Users of this new turn will benefit in improved reliability. Planned residential scheduled monument. There is not expected from increased fuel efficiencies due to and employment regeneration in Great to be an impact on biodiversity as a result reliability improvements whilst other users Yarmouth Borough could be supported of this scheme as there no expected loss should also see marginal improvements by journey time benefits for business of habitats or species but the scheme is to fuel efficiency. The addition of signals users and potentially support the large at risk of 1 in 1000 and 1 in 100 flooding. as part of the Vauxhall Roundabout number of jobs associated with the Great improvements could be beneficial to Yarmouth and Lowestoft Enterprise zone. pedestrians with regards to severance. The improvement to bus and train station access associated with the new right turn could be slightly beneficial to option values. 28 | A47/A12 Corridor Feasibility Study - Stage 3

GREAT YARMOUTH PACKAGE 2 Environmental Impacts Harfreys Roundabout Significant noise or air quality impacts Gapton Roundabout are not anticipated as a result of these Economic Impacts scheme improvements. The nearest The enlargement and signalisation of receptor is approximately 80m away from Economic Impacts the current Harfreys Roundabout will the scheme but the works are expected This scheme could involve signalisation result in peak journey time benefits to to be relatively minor. There may be an business users. During the inter peak at the existing roundabout and provision improvement with regards to greenhouse of new additional and carriageways which and off peak period business users could gases as a result of the introduction of experience a journey time increase due to could result increased capacity, higher signals which will help regulate traffic flow. speeds and reduced queueing. This could the signalisation. Reliability is improved lead to substantial journey time benefits for business users as journey times are for business users and benefits associated Social Impacts reduced in the peak hours. The journey time benefits resulting from the scheme could with Vehicle Operating Costs (VOCs) as The journey time benefits associated help facilitate planned residential and traffic flow is improved. An increase in with commuters and other users are employment regeneration, particularly with capacity and reduction in queuing as a expected to be larger than that accrued to regards to employment within the Great result of the scheme improvements could business users. In particular a decrease Yarmouth and Lowestoft Enterprise Zone. result in improved reliability whilst planned in queue length on the A12 northbound residential and employment regeneration in could lead to journey time savings Great Yarmouth Borough could be supported for commuters and other users. Environmental Impacts by journey time benefits. There are a large Looking at the anticipated environmental number of jobs associated with the Great Reliability could be improved for commuters impacts of the scheme, there could be Yarmouth and Lowestoft Enterprise Zone and other users of this route as traffic flow an a very small increase in greenhouse which could be supported by this scheme. is improved by roundabout signalisation; this could result in positive changes to gases due to increases in traffic speed journey quality relating to traveller stress. resulting from improved flow through Users of nearby facilities could benefit the roundabout. In terms of townscape, from improved access due to reduced the footprint of the roundabout could be journey times and could also see a marginal enlarged and this could involve increasing benefit from increased fuel efficiencies landscape planting in the centre of the due to reliability improvements. roundabout. The enlarged footprint could A47/A12 Corridor Feasibility Study - Stage 3 | 29

have an impact on biodiversity as a grass A12 Lowestoft Road / Bridge Road Junction could have a detrimental effect on verge and hedge line trees are impacted biodiversity as it could involve the loss upon. The water environment may also Economic Impacts of roadside vegetation and hedgerow. be impacted due to the close proximity of Business users could see journey time the proposed works to existing drains. saving benefits as a result of the addition Social Impact of a left turn lane and the introduction of Similar to business users, commuters Social Impacts a MOVA control system to optimise the and other road users could see a journey Considering the social impacts of the existing signals. These improvements could time benefit as a result of the proposed scheme, commuters and other road users lead to a reduction in queue length at the scheme due to a reduction in queueing at could accrue larger benefits due to journey junction and this should improve reliability the junction and improved traffic flows. time savings than business users, but there for business users. There could be some This could also lead to an improvement may be journey time increases for inter benefit to planned regeneration in South in terms of reliability to commuters peak and off peak journeys. Commuters Bradwell and Beacon Park as the journey and other users whilst all users could and other users could also benefit from time savings could support this growth and benefit from improvements to journey improved reliability with the introduction this could be a considered a wider benefit. quality related to traveller stress. of signals and improvements to traffic flows. There could be benefits with regards Environmental Impact to journey quality for road users, largely The proposed solution could move the associated with improvements to reliability carriageway closer to a nursery and and resilience which impact on stress residential properties which could be levels of users. There may be a slight adversely impacted by noise and air improvement in fuel efficiencies for road quality changes. A reduction in queuing users whilst in terms of severance the and improvements to traffic flow provision of signals may benefit pedestrians. could have a slight benefit in terms of reducing greenhouse gases. The scheme 30 | A47/A12 Corridor Feasibility Study - Stage 3

A12 Lowestoft Road / James Paget Environmental Impact The monetised costs and benefits Hospital Access Junction The proposed solution could move the are presented below: carriageway closer to a nursery and Table 5.1 Monetised Costs and benefits table for Great Yarmouth Package Schemes Economic Impacts residential properties which could be adversely impacted by noise and air Analysis of Monetised Great Yarmouth Great Yarmouth Business users could see journey time Costs and Benefits benefits as a result of this scheme which quality changes. A reduction in queuing Package 1 Package 2 involves providing an additional left turn and improvements to traffic flow Travel Time Benefits £212,194,000 £153,060,000 lane, shortening a right turn lane and could have a slight benefit in terms of VOC Benefits £9,639,000 £6,561,000 reducing greenhouse gases. The scheme improving signalisation at an existing Indirect Tax Benefits -£2,981,000 -£2,230,000 could have a detrimental effect on junction. The improvements could lead to Accident Benefits - - improved traffic flow for left turns and traffic biodiversity as it could involve the loss Greenhouse Gases £1,175,000 £904,000 going straight on at the junction and could of roadside vegetation and hedgerow. also reduce queue lengths, which could Present Value Benefits £220,027,000 £158,295,000 lead to improved reliability for business Social Impact (£ 000’s, 2010 Prices) users. Planned regeneration including Commuters and other users will also residential and employment developments benefit from journey time savings similar Present Value of Costs in South Bradwell and Beacon Park could £17,185,000 £9,837,000 to those associated with business users. be supported by the reduction in journey (£ 000’s, 2010 Prices) The improvement in junction movements times and this constitutes a wider benefit. and traffic flow through the junction could Net Present Value also improve reliability for commuters and £202,841,000 £148,458,000 other users. Road users could benefit with (£ 000’s, 2010 Prices) regards to journey quality, with reliability and Benefit Cost Ratio 12.8 16.1 resilience improvements having a positive Estimated Cost ranges £20m to £29m £11m to £15m impact on traveller stress levels. The public transport system may see a marginal impact as a result of journey time reductions. A47/A12 Corridor Feasibility Study - Stage 3 | 31

HIGH AND LOW GROWTH Table 5.2 High and low growth assumptions for link based proposals ASSUMPTIONS – SENSITIVITY TEST PVB PVC Growth Scenario BCR High and low growth assumptions for (£ 000’s, 2010 Prices) (£ 000’s, 2010 Prices) the link based proposals have also been Low Growth £58,335,000 1.2 completed to provide an indication of the A1 Wansford to Sutton Core £80,888,000 £50,803,000 1.6 possible range of results. High and low High Growth £108,993,000 2.2 growth scenarios have not been considered for the junction schemes because the Low Growth £156,423,000 1.7 modelling applied a capping approach, Easton to North Tuddenham Core £224,802,000 £92,344,000 2.4 whereby throughput is capped to 110% of High Growth £335,417,000 3.6 the Ratio of Flow to Capacity. This capping Low Growth £83,044,000 1.9 has been applied in order to prevent Blofield to North Burlingham Core £122,483,000 £44,184,000 2.8 unrealistic junction queues, and hence very high travel time benefits being carried High Growth £186,748,000 4.2 through into the economic appraisal. 32 | A47/A12 Corridor Feasibility Study - Stage 3 6 NEXT STAGES

INTRODUCTION PROJECT PLANNING Stages 1 and 2 are referred to as the This section presents details of the If the proposals are taken forward they Options Phase; Stages 3 to 5 as the project planning, governance structure, could enter the next stage of assessment Development Phase and Stages 6 risk management, communications and and could be managed in accordance with and 7 as the Construction Phase. stakeholder management that would be the Highways Agency’s Project Control A typical timescale to develop required for developing proposals that are Framework (PCF), the Agency’s approach included in Roads Investment Strategies. proposals to the end of Stage 5 is to managing major projects. The safety between 57 - 63 months. This assumes measures on Acle Straight could be that the proposal could require a delivered as part of the Highways Agency’s Development Consent Order (DCO). small scale improvement programme. DCO is the means of obtaining permission The seven stages of the PCF delivery for developments categorised as Nationally process are shown below: Significant Infrastructure Projects

Stage (NSIP), introduced by the Planning Act in 2008. Development Consent Orders PCF Stage 1: Options Identification are required for designated Nationally PCF Stage 2: Options Selection Significant Infrastructure Projects rather PCF Stage 3: Preliminary design than other consents such as planning PCF Stage 4: Statutory Procedures and Powers permission, listed building consent PCF Stage 5: Construction Preparation and compulsory purchase orders. PCF Stage 6: Construction, Commissioning The proposals could potentially and Handover Open for Traffic be placed in PCF Stage 1 (Option PCF Stage 7: Closeout Identification) of the Options Phase. A47/A12 Corridor Feasibility Study - Stage 3 | 33

Key outputs/ deliverables of this stage are: GOVERNANCE STRUCTURE RISK MANAGEMENT Any project could be governed by a Project A proportionate level of assessment „„ Identification of the options to be taken to public consultation; Board. The Project Board includes the has been undertaken, at an appropriate SRO, Senior User and Senior Supplier. The level of detail for a feasibility study. „„ Option assessment in terms of board is supported by the Project Manager The key risks are: environmental impact, traffic forecasts and various technical specialists from the

and economic benefits; Highways Agency and supply chain at the „„ The findings of the feasibility study are request of the SRO. The Project Board could be indicative; therefore there is a risk that „„ Refinement of the cost estimate of options appointed as part of starting up the project. (including an allowance for risk); the value for money assessment and BCR calculation could change as a result Assurance for the project could be carried out „„ Appraisal Specification Report; of further assessment using a bespoke under the Highways Agency Investment Control transport modelling tool in the next stage. „„ Options Estimate; Framework processes, Highways Investment Board, and internal Major Project procedures, „„ The forecast cost of the scheme identified „„ Economic Assessment Report; such as the Project Control Framework. On entry by the feasibility study is an order of „„ Traffic Forecasting Report; to the Project Control Framework the proposals magnitude estimate. Therefore there is could be subject to peer reviews and audits such a risk that the costs are likely to change „„ Technical Appraisal Report; as Office of Government Commerce Gateway when the solution is designed. Reviews and Stage Gate Assessment Reviews. „„ Statement of Intent; „„ The assessment of the technical feasibility The Highways Agency (HA) project team „„ Public Consultation Strategy; and deliverability of options undertaken and delivery specialists have the necessary as part of the feasibility study is heavily „„ Statutory Undertaker Estimates; and skills and experience to deliver the reliant on engineering judgement and may Client side activities of the scheme. change as a result of further assessment „„ Departures from Standards Checklist. in the future. In terms of the external expertise for project Interim Stage Gate Assessment Review management and design the HA have contract (SGAR) and SGAR 1 at the end of Stage 1 „„ Lands cost estimates have been prepared frameworks in place with consultants that measure the success of the project and as a desk top exercise as part of the are highly experienced with multi-disciplinary provide evidence for the Senior Responsible feasibility study. There is a risk that the teams which have substantial experience of Owner (SRO) and key stakeholders on the costs and time associated with acquiring working on Major Highways Projects for the HA. continued viability (or not) of the project. 34 | A47/A12 Corridor Feasibility Study - Stage 3

land may change as a result of further COMMUNICATIONS AND consideration in the next stage. STAKEHOLDER MANAGEMENT A detailed communications and stakeholder „„ Broad assumptions have been made about the time required for acquiring land and management strategy could be developed. following statutory planning processes Consultation with local enterprise (where applicable). Therefore there is a risk partnerships, local authorities and statutory that these processes will take longer and bodies could take place in line with best be more costly than have been assumed, practise and statutory procedures. once these issues are considered in more detail. There could be a requirement to conduct consultation with the public leading to „„ Generally broad assumptions have been the identification of a preferred route made about the potential impact upon for the proposal. This could take place Statutory Undertakers Plant, overall during PCF Stage 2: Options Selection. the need for replacement, diversion or Further public consultation could take protection of plant could be found to take place prior to the DCO application being longer and be more costly than has been made. This could take place at the end assumed when considered in more detail. of PCF Stage 3: Preliminary Design. On entry to the Project Control Framework, a risk workshop could be held to identify the delivery risks to the scheme. A47/A12 Corridor Feasibility Study - Stage 3 | 35 7 CONCLUSION

The study has been completed in three performance on the A47 route and the (EAST). In total approximately 66 options stages guided by the WebTAG Transport problems associated with the route. (22 challenges) were assessed in this way. Analysis Guidance. This report constitutes Only those which met most of the defined The second stage of the study was to report three of the three stage process. objectives and high level deliverability and document the identification and sifting of This is the final suite of reports for feasibility criteria were taken forward. The a range of infrastructure proposals likely to this study and has thus achieved the 12 prioritised options were then assessed achieve the intervention specific objectives objectives as set out for the study. against the DfT’s Option Assessment agreed in the previous stage of work. This Framework, with evidence presented The main aim of the A47/A12 Corridor included the consideration of interventions against the best practice Treasury five Feasibility Study was to identify and that had been developed in the past and case model (which assesses the strategic, assess future options for investment interventions suggested by stakeholders. economic, financial, management/ in solutions along the A47/A12 corridor 22 locations were identified as having either delivery and commercial cases). that are deliverable, affordable current or imminent problems and these and offer value for money. On the basis of the evidence provided by the were considered further at a high level. At study including inputs from stakeholders, The first stage of the study reviewed this stage a range of possible measures this study has concluded that there is a Case evidence from other relevant studies were developed for comparison. The options for Investment in the A47/A12 corridor. and analysis to form a view as to the were then assessed using criteria from the nature and scale of current and future DfT’s Early Assessment and Sifting Tool 36 | A47/A12 Corridor Feasibility Study - Stage 3

The following options have been identified „„ A47 North Tuddenham to Easton – dualling Great Yarmouth, including reconstruction as having the potential to provide solutions of the single carriageway section of the A47 of the Vauxhall roundabout with a that address the intervention specific between Norwich and Dereham, linking dedicated left-turn lane for traffic heading objectives and are affordable, deliverable together two existing sections of dual north on the current A12; and offer the potential for value for carriageway; „„ Acle Straight – safety improvements at key money. The following should therefore be „„ A47 Blofield to North Burlingham – hotspots and joint working with Natural progressed to the next stage of the process: dualling of the A47 to fill a gap in the dual England to establish environmental „„ A47 Wansford to Sutton – dualling of carriageway section between Norwich and impacts and mitigation of the potential the A47 between the A1 and the dual the Acle Straight; relocation of the dykes; and carriageway section running through „„ A47/A11 Thickthorn Junction – work at the „„ A12 Re-numbering - to re-designate the Peterborough; option development stage of the HA’s PCF A12 trunk road as an extension of the A47 „„ A47 Guyhirn Junction – creation of a new, process should be progressed; trunk road in recognition of the strategic larger junction linking the A47 and A141, nature of the route. „„ A47 & A12 junction enhancements – allowing safer and swifter movement of improvements to junctions throughout traffic;