M25 to Solent Route Strategy March 2017 Contents 1. Introduction 1 Purpose of Route Strategies 2 Strategic themes 2 Stakeholder engagement 3 Transport Focus 3 2. The route 5 Route Strategy overview map 7 3. Current constraints and challenges 9 A safe and serviceable network 9 More free-flowing network 9 Supporting economic growth 10 An improved environment 10 A more accessible and integrated network 10 Diversionary routes 13 Maintaining the strategic road network 14 4. Current investment plans and growth potential 15 Economic context 15 Innovation 15 Investment plans 15 5. Future challenges and opportunities 19 6. Next steps 23
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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 M25 to Solent (A3 and M3) route to inform the planning of future investment.
The SRN supports national and local economic prosperity by: ▪▪ linking together major cities ▪▪ connecting with extensive local road networks ▪▪ providing links to major ports, airports, and rail terminals ▪▪ enabling good access to regions and cross-border routes between the nations of the United Kingdom
The establishment of Highways England through the Infrastructure Act 2015 has changed fundamentally the way we plan investment in the network. Funding is now determined every 5 years, in the Road Investment Strategy (RIS), which is set by Government. We are currently delivering on the commitments that were set out in the first RIS covering 2015 to 2020, which are already making a difference for road users across the network. At the same time, we are working closely with the other 3 bodies with statutory responsibility for the RIS – Department for Transport, Office of Rail and Road and Transport Focus – on preparing for the next RIS (RIS2) for the period after 2020.
1 2 M25 to Solent (A3 and M3) Route Strategy
RIS1 Strategic Vision as reiterated in “RIS Post 2020: Planning ahe ad” Purpose of Route Strategies RIS1 Strategic Vision as reiterated in “RIS Route Strategies provide a high level view of the current Post 2020: Planning ahe ad” performance of the SRN as well as issues perceived by E conomy Environment our stakeholders that affect the network. They are one of the key components of research required for developing E conomy Environment Network the RIS. This suite of Route Strategies builds upon the Integration analysis underpinning the first set of Route Strategies capability undertaken between 2013 to 2015, which together Network capability Integration provided the first comprehensive assessment of the entire network. This time the Route Strategies aim to: Safety
▪▪ bring together information from key partners, Safety motorists, local communities, construction partners, Figure 1.1 - RIS1 strategic vision environmental groups and across the business Highways England Strategic Business ▪▪ achieve a better understanding of the condition Plan’s key outcomes and performance of our roads, and local and Highways England Strategic Business regional aspirations Plan’s keyS outcomesupporting economic growth through a modernised and reliable network that reduces delays, cr eates jobs ▪▪ shape our investment priorities to improve the service and helps business compete and opens up new areas Suppforo dretingvelo epcmeo nnot m ic growth through a modernised for road users and support a growing economy and reliable network that reduces delays, cr eates jobs and helps business compete and opens up new areas help inform the next RIS1 More free-flowing network where routine delays ▪▪ for developme nt are more infrequent, and where journeys are safe r and more reliable More free-flowing network where routine delays Strategic themes are more infrequent, and where journeys are safe r andS mafeor ea ndrelia sbelerv iceable network where no one The Government’s vision for transforming the SRN is should be harmed when travelling or work ing on the network described in the Road Investment Strategy post 2020: Safe and serviceable network where no one Planning Ahead document available on www.gov.uk. This should be harmed when travelling or work ing on vision builds on the 5 broad aims published in the Road the Inmeprtworkoved environm ent where the impact of our activities is further reduced, ensuring a long-term and Investment Strategy for 2015-2020: economy; network sustainable benefit to the environment Improved environm ent where the impact of our capability; integration; safety; and the environment. It also activities is further reduced, ensuring a long-term and builds on Highways England’s 5 strategic outcomes (see susMtaoinraeb alecc beensse fitib tloe tahnde e innvtiroegnrmeatendt network that gives peop le the freedom to choose their mode of Figures 1.1 and 1.2). Using the evidence from this and the transport and enable safe movement acro ss and other 17 Route Strategies, we will develop proposals that Moalore nagccsideess thibel en eatndwor ikn t egrated network that gives peop le the freedom to choose their mode of can help bring the Government’s vision for roads to life. transport and enable safe movement acro ss and alongside the network Figure 1.2 - Highways England strategic outcomes
1See Chapter 6 for more information on the next RIS
2 Highways England
Transport Focus We commissioned Transport Focus, the road user watchdog, to undertake research on road user priorities. More than 4,400 interviews were undertaken with drivers across the SRN. Figure 1.4 below shows the breakdown Stakeholder engagement by user type and purpose. Building on the engagement we started in the first Completed interviews round of Route Strategies, we have continued to work closely with a wide range of stakeholders to enhance our 3,487Completed interviews79% understanding of the strategic road network, and identify where users and other stakeholders feel investment 3,487322 79%7% is needed. We used a number of methods to collate information. 322 7% For example, we launched an online tool for customers 407 9% and stakeholders over the summer of 2016 to inform us of the issues and challenges on our roads that affected 206407 5%9% them. As well as information collated from a range of people within Highways England, more than 300 different 206 5% stakeholder organisations provided important feedback Commuting 501 11% on the network during the evidence collection period. There were also more than 370 individual members of the Commuting 501 11% Business 1,367 31% public who contributed information. In total, around 2,700 individual points were raised by external stakeholders. Business Leisure 2,4571,367 56%31%
Figure 1.4 - Driver sample breakdown Leisure 2,457 56% 250 fleet managers from a mix of industries, size and regions Business 250 fleet managers from a mix Local authority of industries, size and regions SNTBs/LEPs Individuals The research found that there was a difference in how Others users rated the motorway and A road sections of the M25 to Solent route, with only 45% of users rating their experience of the motorway sections as either extremely good or fairly good, but 83% giving the same rating to the A road sections. As Table 1.1 shows, 61% of users Figure 1.3 - External stakeholder responses experience problems using the route, the worst performing of all 18 routes, with congestion and roadworks being the We are increasingly working with subnational transport two main causes. bodies (SNTBs), including Midlands Connect, England’s Economic Heartland and Transport for the North, so we The full report has been published on Transport can ensure that their developing strategies and planning Focus’s website www.transportfocus.org.uk/research- are integrated into our thinking (and vice versa). publications/publications/road-to-the-future. We will continue to work closely with Transport Focus to understand customer priorities to ensure that the next RIS reflects their needs.
3 M25 to Solent (A3 and M3) Route Strategy
Experienced Second largest Route impacted Largest problem problems % problem
61% M25 to Solent
58% London Orbital and M23 to Gatwick
50% South Coast Central
46% Solent to Midlands
44% East of England
43% Birmingham to Exeter
41% South West Peninsula
41% North and East Midlands
40% London to Scotland East
40% South Pennines
39% Kent Corridor to M25
37% London to Scotland West
32% Midlands to Wales and Gloucestershire
30% Felixstowe to Midlands
30% South Midlands
28% London to Leeds
27% London to Wales
17% North Pennines
Delays caused Roads busy/ Congestion/ Roadworks by accidents/ high volume traffic queuing roads closed of traffic
Table 1.1 - Transport Focus summary
4 Highways England 2. The route
The M25 to Solent route connects the south-coast port cities of Southampton and Portsmouth to south-west London and Heathrow Airport, and serves numerous urban centres that are identified as focal points for economic growth. It comprises the parallel M3 and A3/A3(M) corridors running through Hampshire and Surrey from inside the M25 London Orbital to the M27 in the Solent sub-region, passing through the South Downs National Park.
The route caters for traffic between the M25 London Orbital and the Solent sub- region and serves international gateways KEY with Heathrow to the north and the Port M25 to Solent (A3 and M3) route of Southampton, Southampton Airport SRN and Portsmouth International Port to the south, as well as TAG Farnborough Airport in the Blackwater Valley in Hampshire. The M3 is about 59 miles long and is dual 3-lane motorway for most of its length, with the exception of a 2-lane section between junctions 8 (A303) and 9 (A34). The M3 connects the A34 to the M27 for the Solent to Midlands route and is designated as a part of the Trans- European Network-Transport (TEN-T), which follows the M25 to Solent route from Southampton to London. It also connects with the A303 at junction 8, forming the eastern end of the South West Peninsula route. The A3 is approximately 67 miles long and for much of its length is classified as a trunk road. It connects to the M25 and at the southern end it forms the A3(M) connecting to the A27 north of Portsmouth. The A3 and M3 are connected by the A31 between Guildford and Winchester (M3 junctions 9–10) and Farnborough (M3 Reproduced using Ordnance Survey data © Crown Copyright 2016 junction 4 via the A331 Blackwater Valley), Figure 2.1 - Route overview map
5 M25 to Solent (A3 and M3) Route Strategy
providing alternative non-SRN routes. Some sections of the route currently work well (based on average speed and delay incurred), including the M3 between Farnborough and Basingstoke, A3 south of Milford and the A3(M) south of the South Downs National Park. However, congestion persists on the northern section of the M3 between the M25 and Blackwater Valley, the southern section of the M3 between Basingstoke and Southampton, the A3 at Guildford and on the approach to the M25. The route links manufacturing centres to the north and London with south-coast ports, and as a result there is a significant proportion of goods vehicle traffic. The route is especially popular for all road users during summer months, highlighting its importance as a gateway to the south coast via the M27/A31 at Southampton, and the South West via the A303 south of Basingstoke. The Solent local enterprise partnership (LEP) Strategic Economic Plan (2014) details the creation of an additional 15,500 new jobs and 24,000 new homes in the Solent by 2020. The Enterprise M3 LEP Strategic Economic Plan (2014) details the provision of 11,500 new homes and 30,700 new jobs by 2020. Focal areas for growth include the urban centres of Guildford, Basingstoke and Winchester. Further growth is expected along the Blackwater Valley, and at Woking, Whitehill and Bordon ‘eco-town’ and Eastleigh, where associated traffic joins the route. There are nationally Sections of the route are currently being upgraded to important gateways at smart motorway, with all-lane running between M3 junctions 2 and 4a covering the M25 to the A327 south of either end of the route, the Blackwater Valley, scheduled for completion in 2017. with seaports and airports in the Solent to the south and Heathrow Airport to the north
6 Highways England
© Crown copyright and database rights 2013 Ordnance Survey 100030649 – N130328
Newcastle upon Tyne
Liverpool Manchester
Norwich Birmingham
London
Exeter
South Coast Central route Port Airport KEY Junction number South Coast Central route Port Airport re 1Junction number Blue sections are motorways M25 Redto sections Solent are all-purpose trunk roads a Route a e trategy o er e a
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 Congestion is an issue on many sections of the route, England information. particularly on the approaches to the M25 and M3, which are amongst some of the most heavily congested The following text and figures within this chapter provide sections of the SRN. Congestion is also an issue on the a summary of the information collected and applied to A3 on the approach to the M25 and through the urban our strategic themes. centre of Guildford. The northern section of the M3 at junctions 2 to 4a is used by more than 130,000 vehicles a day and sees A safe and higher than normal levels of congestion during weekday serviceable network peak periods, with knock-on effects on the local road network. This section of the M3 is currently being upgraded to smart motorway, with estimated completion There are concentrations of safety issues at various during 2017. This will deliver technology and all-lane points on the M25 to Solent route, particularly on running in order to increase capacity, help make journey ▪▪ the A3 around Guildford times more reliable, and relieve congestion while also maintaining safety levels. ▪▪ the M25 junction 10 ▪▪ the M3 junction 9 On the southern section of the M3, junction 9, which connects routes between the Solent and the Midlands There is also a lack of technology to guide drivers on experiences a high level of congestion, partly caused the route on the A3 and on the M3 between junctions by the high proportion of heavy goods vehicles (HGVs) 4a to 9. This affects the ability of the route to cope with travelling between the M27, M3 and A34. Congestion incidents when accidents occur, however minor. The A3 between Winchester and Southampton can be is also not on the core routes patrolled by the Highways exacerbated by seasonal travel. England Traffic Officer Service. On the A3, capacity issues are concentrated at Guildford, Some operational resilience is provided by virtue of the which drops from 3 to 2 lanes between the A31 and the A3 and M3 connecting via the A31/A331 from Guildford A320, and north of Send on the approaches to the M25 to Blackwater Valley to the east and Winchester to the at junction 10. These are particularly predominant during south. However, this can lead to issues occurring on local weekday peak periods. Further south, there is some roads as a result. localised congestion experienced on the A3 between the A325 and A272 caused by the A3 Ham Barn roundabout which remains the only at-grade roundabout on the A3 between London and Portsmouth.
9 M25 to Solent (A3 and M3) Route Strategy
Supporting economic An improved environment growth
The route is a critical strategic road link between the The route passes through both urban and rural south-coast ports and the rest of the country. It is environments that present a number of different therefore significant for the national economy, and environmental challenges, most notably: provides local access to a number of urban centres on the route that are focal points for regional economic ▪▪ A large section of the A3 from the south of Liphook growth ambitions. to the A3(M) and the M3 south of Winchester passes through the South Downs National Park. The evidence base identifies a large number of current and This includes junction 9 of the M3, which is located proposed development opportunities. There are a number between high-quality landscape areas within the of economic opportunity areas very near to, and directly Itchen Valley, South Downs and at Twyford Down. impacted by, the performance of the route. These include: ▪▪ The M3 runs adjacent to numerous other SSSIs, ▪▪ the international gateway at Southampton Port notably to the north, where it passes through ▪▪ proposed housing east of Southampton on the M27 Runnymede and Surrey Heath. Much of the A3 is corridor, notably in and around Botley and Fareham also close to SSSI sites within the South Downs ▪▪ mixed employment development at Eastleigh and National Park and between Milford and Liphook. Southampton Airport in the Solent ▪▪ There are a number of Noise Important Areas (NIAs) on the route through urban areas, notably along Further north there is also growth potential arising the A3 at Guildford, A3(M) at Horndean and Havant from proposals for a ‘sci-tech corridor’ comprising and along the M3 at Surrey Heath, Basingstoke, Farnborough, Guildford, Aldershot and other Winchester and Eastleigh. Parts of Surrey Heath growing towns. and Eastleigh are also identified as Air Quality Future growth is also identified around the urban centres Management Areas (AQMAs). of Winchester and Basingstoke. The Farnborough Growth ▪▪ There are locations susceptible to flooding because Package is being developed by Hampshire County Council, of road drainage capacity issues. The A335 Surrey County Council, Bracknell Forest Council and other underpass (by Monks Brook) of the M3 at junction transport delivery partners, including Highways England. 13 is notable, and other flood warning areas include the M3 at junction 11, and between junctions 8 and Housing on the route is expected to increase by 22% 9, and 2 and 3. The A3 at Guildford is also notable between 2016 and 2025. New developments include: as a flood warning area between the junctions of the ▪▪ Blackwell Farm A3100 and A320 at Riverside Park. ▪▪ Slyfield ▪▪ Gosdon Hill Farm A more accessible and ▪▪ Wisley integrated network Further residential growth is planned in Whitehill and Bordon ‘eco-town’, Manydown, Aldershot Urban Locations where walking and cycling can be most Extension, Dunsfold Park and Woking, with the bulk of affected include the M3 at junctions 5 and 9 and Twyford current growth having an impact on the A3 in Guildford. Gap to the south of Winchester. Strategic traffic and local traffic compete for road space On the A3 issues that affect walking and cycling have across much of the route, which has a significant been identified at Guildford and between Liphook impact on the economies of adjacent towns and and Petersfield. local businesses and their access to the SRN. This is The evidence review also highlights locations where particularly prevalent on: consultees see opportunities to open up new ▪▪ the northern and southern sections of the M3 on the points of access to the SRN. This could include approaches to the M27 and M25 alterations to existing junctions or the need to provide ▪▪ at junction 9 of the M3, which both locally serves additional junctions. Winchester and connects with the Solent to Midlands route
Growth in and around Guildford also relies on the A3 which plays a vital role in connecting its urban centre and provides a network for strategic journeys to other regional economic hubs.
10 Highways England
M25 to Solent (A3 and M3) - Route Strategy: Map 1 of 2 M25
3 M
12 A34 2 3 A M 25 3 10 Limited facilities for NMUs 3 M 4
Basingstoke 5 4a
Aldershot M25 6 Traffic weaving and 3 Dorking safety issues at the M SRN access issues in area M3/A303 junction of high development growth Guildford 7 3 A A303 8
4 London 3
A Gatwick Excessive noise Crawley
Limited opportunities to provide direct customer information Junction capacity issues Winchester 9 Junction capacity issues Limited facilities for NMUs Future capacity issues due to development growth KEY St Catherine's Hill ecological issues
3 3 11 A M Supporting economic growth Excessive noise 12 Free-flowing network 13 A335 flooding under M3 Safe and serviceable network Improved environment M27 14 Southampton Airport Accessible and integrated network Southampton 1
M 27 A3(M)
Figure 3.1 - Key challenges for the route
11 M25 to Solent (A3 and M3) Route Strategy
M 2 M25 to Solent (A3 and M3) - Route Strategy: Map 2 of 2 3 5 3 M A te a t e or
A34 a a ty ue 10 u t o a a ty ue 3 Sa ety ue M te a t e or Wisley e e o e Basingstoke Ockham
Aldershot ru ay y M25 3 a a ty ue A Dorking Guildford
A303 8
4 London
3 3
A M Gatwick SR a e ue area o g e e o e t gro t Crawley
te a t e or te o ortu ty to ro e Winchester 9 Liphook re t u to er or at o
3 A KEY
Petersfield a ar u t o a a ty ue Supporting economic growth Free-flowing network Southampton Safe and serviceable network M27 14 Airport Improved environment Southampton 1 Accessible and integrated network M 2 7 )
Southampton M ( 3 A A27 5 A27
Portsmouth
Figure 3.2 - Key challenges for the route
12 Highways England
Diversionary Routes An essential facet of a resilient road network is the ability to effectively divert traffic away from closed carriageways in the event of an unplanned incident. The map indicates the diversionary routes that currently exist on this route and that have been agreed with the local road network operator. However, it should be noted that the provision of these routes is dependent upon the nature of the incident and the suitability and availability of the surrounding network. In some instances, the diversion route may not be suitable for KEY HGV traffic or might not be available due to events on the local road network. A review is currently underway to improve the quality and Route coverage of these routes, and to improve the Diversion road network via local road traffic management procedures that are relied upon to implement these routes in the event of Strategic road network a carriageway closure.
Figure 3.3 - M25 to Solent (A3 and M3) diversionary routes
13 M25 to Solent (A3 and M3) Route Strategy
Maintaining the strategic road network We carry out routine maintenance and renewal of roads, structures and technology to keep the network safe, serviceable and reliable. We also ensure that our contractors deliver a high level of service on the SRN to support operational performance and the long-term integrity of the asset. The heavy year-round use of all our routes means that they require regular maintenance and inspection for repairs to keep them fully operational, in order to support economic growth. Our maintenance regime focuses on 4 key aspects of the routes: road surfaces, bridges and structures, drainage and earthworks. The summary condition of each on this route is set out below:
Road surface The surface condition across the route is considered to be sound or having some deterioration with less than 0.5% having severe deterioration that would require focused investigation.
Bridges and structures Future developments The structures across the route are mostly in very good We have taken steps to transform our approach to or good condition. According to an analysis of current maintenance by establishing an asset management data, fewer than 2% of our structures are in poor or very programme that develops and implements the Asset poor condition. Management Framework for Highways England.
Drainage The framework aligns strategic objectives with regional Drainage assets are represented by both linear assets (for asset management plans and lifecycle asset management example pipes, channels, ditches, drains) and non-linear plans. It also includes the analysis required to plan the assets (for example gullies, chambers). Across the route, investment and expenditure on the strategic road network drainage assets are considered to be in good condition during the next road period, developing the business for linear assets and very good condition for non-linear case options for capital renewals. It will provide a clear assets. Of those assets inspected, 75% of linear assets articulation of the total value that will be delivered by have been assessed as having no defects or only investment in RIS2, including the costs and benefits of superficial defects, while over 80% of non-linear assets delivering the capital renewals programme. fall in the same categories. Operations Earthworks We are establishing a nationally consistent approach to The geotechnical earthworks across the route are the management of our operational capability through considered to be in very good condition with the total our Operational Excellence change programme. This will length of earthworks that require further investigation deepen our understanding of how our interventions impact amounting to less than 4%. on the performance of the network and on the journeys of our customers. We are using the latest analytical software New assets have an operational ‘life’, during which, to process traffic data and gain insight into: under normal conditions and maintenance, the risk of failure is expected to be low. Beyond this period, the ▪▪ how our operational services can improve safety risk of asset failure is expected to increase, although for and provide security to road users many types of asset the risk of failure remains low and ▪▪ how the attendance of a traffic officer has an impact we do not routinely replace assets solely because they on incident durations are older than their expected operational life. We use a ▪▪ how information provided by Highways England combination of more regular maintenance and inspection, can benefit road users who plan their journeys along with a risk-based approach to ensure that assets beforehand and then while on their journeys remain safe while achieving value for money from our maintenance and renewal activities. By better understanding our current operational performance, we can create a baseline from which we can identify opportunities for improvement.
14 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
15 M25 to Solent (A3 and M3) Route Strategy
M25 to Solent (A3 and M3) - Route Strategy: Map 1 of 2
M25 Heathrow
3 M
12 M25 south-west quadrant M3 junctions 2–4A 2 3 M25 J10–11 A strategic study
M 3 25 10 3 East Surrey 4 M M25 strategic corridor 5 4a
Basingstoke M25 6 Aldershot 3 Dorking M 7 3 Guildford A
A303 8 Gatwick
4 London
3 KEY
A Gatwick Highways England major improvement project Innovation
M3 junction 9 improvement Strategic study Winchester 9 M3 junctions 10–11 improved sliproads Economic opportunity areas M3 junctions 9–14 Housing and mixed use 3 3 11 A M Mixed employment cluster
12 Urban centre M3 junctions 12–14 Eastleigh and airport improved sliproads 13 International gateway Southampton Industrial M27 14 airport M27 Research and technology Southampton 1 Energy Southampton and Marchwood ports M 27 A3(M) Intermodal transport hub Logistics
Figure 4.1 - Investment plans and economic opportunity areas
16 Highways England
M25 to Solent (A3 and M3) - Route Strategy: Map 2 of 2 Heathrow
M 2 3 5 3 M A
M25 J10–11 10 3 out e t M ua ra t trateg tu y Basingstoke
Aldershot M25 3 A Dorking East Surrey Basingstoke M25 strategic A34 Guildford corridor
A303 8 A3 Guildford
London
4 Gatwick
3 3 A M KEY Gatwick Highways England Crawley major improvement project Innovation
Winchester 9 Strategic study
3 Economic opportunity areas A Housing and mixed use
Mixed employment cluster
Eastleigh and airport Urban centre International gateway Southampton M27 14 airport Industrial Southampton 1 Research and technology
M M27 Energy 27 Southampton Brighton and Hove (M ) Coastal corridor Intermodal transport hub
Southampton and 3 Marchwood ports A Logistics A27 5 A27 Portsmouth (port) Solent enterprise zone Portsmouth
Figure 4.2 - Investment plans and economic opportunity areas
17 18 Highways England 5. Future challenges and opportunities
Route Strategies have identified study areas on the strategic road network which require further investigation of the issues raised by stakeholders and identified through Highways England intelligence. These study areas will now be assessed further as part of our development for RIS2.
Note: The map presents the extent of study areas within the route. Colours/shading are for presentational purposes only and no prioritisation has been considered at this stage. M25
12 A34 A 2 32 3 2 M 3 M3 Farnborough to M25 A 3 Wisley 10 A 2 4 47 5 4a A Basingstoke 3 31 Aldershot 3 A A 24 M25 6 7 3 Dorking M 7 Guildford A31 A303 8 Guildford to Ripley
4 North Winchester London
3 3
A M Gatwick to Farnborough A 32 5 Crawley
3 A Winchester 9 A31 Petersfield to Liphook 3 11 M M3 Southampton to A 2 Eastleigh 12 South Winchester 72 13 Southampton M27 14 Airport
Southampton 1
M 2 7 )
Southampton M ( Havant 3 A A27 12 5 A27
Portsmouth
Figure 5.1 - Map of all study areas
19 M25
12 A34 A 2 32 3 2 M 3 A 3 Wisley 10 A 2 4 47 5 4a Basingstoke A 33 M25 to Solent (A3 and M3) Route Strategy 1 Aldershot 3 A A 24 M25 6 7 3 Dorking M 7 Guildford A31 A303 8
4 London
M3 Southampton3 to South3 Winchester A M Gatwick A 3 25 ▪▪ Proximity to the ports leads to a high proportion of Crawley goods traffic. This, combined with local traffic, results in congestion issues. 3 ▪▪ RIS1 smart motorway improvementsA will add capacity Winchester 9 on the M3 between junctions 9 and 14. Supplemented A31 by slip enhancements at junctions 11–10 and an additional lane of traffic between junctions 13 and 12, 3 11 M this will improve traffic flow in this study area. A 2 Eastleigh 12 ▪▪ There is an opportunity to further72 engage with rail providers over rail enhancements, to offer alternative 13 modes of goods transportation between the Midlands Southampton and the ports. M27 14 Airport
Southampton 1
M 2 7 )
Southampton M ( Havant 3 A M27 12 5 M27
Portsmouth M3 Farnborough to M25
The study area suffers from significant levels of M25 ▪▪ congestion and as a result M3 junctions 2 to 4 are currently being upgraded to smart motorway.
12 ▪ The route passes through SSSIs in Surrey Heath A34 A 2 ▪ 32 3 and an opportunity has been identified to address 2 M existing3 concerns for drainage and pollution and A filtration systems on this section of the route. 3 Wisley ▪▪ Adjoining the M3 at junction 3, the A322 links 10 A Bracknell, Wokingham and via the A329(M) 2 4 47 provides an important and direct sub-SRN connection between the M3 and M4. 5 4a A Basingstoke 3 31 Aldershot 3 A A 24 M25 6 7 3 Dorking M 7 Guildford A31 A303 8
4 London
3 3
A M Gatwick A 32 5 Crawley
3 A Winchester 9 A31 20 3 11 M A 2 Eastleigh 12 72 13 Southampton M27 14 Airport
Southampton 1
M 2 7 )
Southampton M ( Havant 3 A M27 12 5 M27
Portsmouth HighwaysM25 England
12 A34 A 2 32 3 2 M 3 A M3 North Winchester to Farnborough 3 Wisley 10 A 2 4 47 5 4a A Basingstoke 3 31 Aldershot 3 A A 24 M25 6 7 3 Dorking M 7 Guildford A31 A303 8
4 London
3 3
A M Gatwick A 32 5 Crawley
3 A Winchester 9 A31
3 11 ▪ SubstantialM growth is expected in Basingstoke which will affect demand for M3 ▪ A junctions 6 and 7. 27 Eastleigh 12 2 ▪ RIS improvements to M3 junction 9 will provide free movements from the A34 ▪ 13 to the M3 that is seen as a barrier to future growth, and will seek to improve Southampton M27 14capacity andAirport safety issues at the junction. Improvements should also provide strategic connectivity for traffic routing to/from the south coast, notably for freight Southampfromton the ports. 1
M ▪▪ The study area is 2generally seen to perform well from M3 junctions 4a to 7, and 7 )
recentSoutha mimprovementspton have been delivered toM the Black Dam roundabout that will ( Havant assist movement of traffic coming off the SRN3 at M3 junction 6. A ▪▪ The M3 junctions 7 and 8 between Basingstoke and the A303 present seasonal M27 capacity and safety challenges. 12 5 M27 ▪▪ There is a lack of technology to inform and influence road users, and this section will fall between 2 smart motorwayPortsmo schemes.uth
21 M25 to Solent (A3 and M3) Route Strategy
M25
12 A34 A3A Guildford to Ripley2 32 3 2 M 3 ▪▪ AdditionalA traffic joins the A3 from the A31 Hog’s Back, 3 Wisley making this section a hotspot for both network capacity 10 and safety issues. A 2 4 47 ▪▪ Multi-modal schemes have been identified including rail capacity schemes (Network Rail) and Sustainable 5 4a A Transport Movement Corridor (Guildford Borough Basingstoke 3 31 Council) that would reduce demand and improve Aldershot 3 A M25 A 24 M25 6 7 conditions for all users of the A3 corridor through the 3 urbanDorkin gextent of Guildford. M Guildford 7 12 A31 A ▪▪ Opportunities have also been identified to the north of A34 3 2 22 Guildford3 for including enhanced capacity of truck laybys A303 8 M 3 at Ripley and the introduction of north-facingA slips at the A3/A247 at Ripley to support local plan aspirations and
4 3 WLoisnledyon 3 3 relieve some pressure on local roads accessing the A3 A M Gatwick A at Guildford. 10 3 A 25 2 4 47 Crawley 5 4a A Basingstoke 3 31 Aldershot 3 A 3 A 24 M25 A 6 7 Winchester 9 3 Dorking M A31 7 Guildford A31 3 11 Petersfield to Liphook M A303 8 A 2 Eastleigh 12 72 4 Ham Barn roundabout, at the A3/B3006 junction,Lon diso nthe 3 3 ▪▪ A M Gatwick 13 A only at-grade roundabout on the A3 outside London, 3 Southampton 25 which means that sees some localised congestion Crawley M27 14 Airport issues that make it a network pinch point. Southampton 1
M 2 3 ) A 7 Winchester 9 Southampton M ( Havant 3 A31 A M27 3 11 12M 5 M27 A 2 Eastleigh 12 72 Portsmouth 13 Southampton M27 14 Airport
Southampton 1
M 2 7 )
Southampton M ( Havant 3 A M27 12 5 M27
Portsmouth
22 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.
23 M25 to Solent (A3 and M3) 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.
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