Transport Strategy for the South East
Consultation Draft October 2019 ii Transport Strategy for the South East
Prepared by: Prepared for:
Steer Transport for the South East www.steergroup.com www.transportforthesoutheast.org.uk
WSP www.wsp.com Contents iii
Contents
iv Foreword vi Executive Summary
Chapter 1 Chapter 3 Chapter 5 Context Our Vision, Goals Implementation
2 A Transport Strategy for and Priorities 92 Introduction South East England 52 Introduction 92 Priorities for interventions 4 How this Transport Strategy 94 Funding and financing was developed 53 Strategic Vision, Goals and Priorities 95 Monitoring and evaluation 57 Applying the Vision, Chapter 2 98 Transport Goals and Priorities for the South East’s role Our Area 101 Next steps Chapter 4 14 Introduction
18 Key characteristics of Our Strategy the South East area 66 Introduction 28 The South East’s relationship with the rest of the UK 67 Radial journeys 71 29 The South East’s relationship Orbital and coastal journeys with London 76 Inter-urban journeys
33 Policy context 78 Local journeys
35 The South East’s 81 International gateways transport networks and freight journeys
86 Future journeys iv Transport Strategy for the South East
Foreword I’m incredibly proud to present this draft transport strategy for the South East for public consultation. It sets out our partnership’s shared vision for the South East and how a better integrated and more sustainable transport network can help us achieve that together. Foreword v
economy more than double over the next And we know we will need to make some thirty years, providing new jobs, new homes tough decisions about how, not if, we and new opportunities – all supported by manage demand on the busiest parts of our a modern, integrated transport network. transport networks as we cannot continue to A prosperous, confident South East where simply build our way to growth. people want to live, work, study, visit and do This is a thirty-year strategy. The changes business. we want to see will not all happen overnight, We are clear that it cannot be growth at any and in some instances, there are policy Cllr Keith Glazier cost and that new approaches are needed challenges and other hurdles which stand in Chair, Transport for the South East to achieve our vision. Transport is the single our way. But I am confident in the ability of biggest contributor to UK greenhouse gas our partnership to make the case for doing emissions and the majority of those come things differently. from private cars. And transport is the only I’m also convinced that the big issues we In little more than two years, Transport for sector whose contribution continues to grow face in our communities – improving air the South East has emerged as a powerful while others reduce theirs. That needs to quality, investing in better public transport, and effective partnership for our region. change. Speaking with one voice on the South supporting the switch to green vehicles, East’s strategic transport needs, we have The first step on this journey is a simple one; encouraging active travel and more successfully influenced how, where and we must make better use of what we already sustainable employment and housing when government money is spent on our have. Our road and rail networks in the South growth – require a bigger picture view. major roads, railways and other transport East may be congested but we know that, in That’s why Transport for the South East infrastructure. the short-term, targeted investment to relieve is so important, bringing together local pinch-points alongside new technology like authorities, local enterprise partnerships and The publication of this draft strategy digital railway signalling are the best and organisations like Network Rail and Highways marks the next step in the organisation’s most effective ways to address short-term England to plan for the future we want. development and is the result of a truly capacity and connectivity challenges. collaborative effort from Transport for the If we get this right, the prize is huge – for South East and its partners. By setting Beyond that, the strategy is clear that government, for taxpayers, for businesses out the strategic goals and priorities catering for forecast road traffic growth and for everyone who lives and works in the underpinning our vision for the region, this in the long term is not sustainable – so we South East. But it must work for everyone. document provides a clear framework for must turn our focus towards large-scale That’s why I want as many people as possible future decision-making which will help us investment in public transport. We need to to take part in the consultation and have their create a more productive, healthier, happier ensure that new and emerging technology is say on this draft strategy. and more sustainable South East. used to its full potential to boost connectivity. We need to make the case for policy changes We already have the second largest regional which enable more joined up planning, economy in the UK, second only to London. particularly between transport and housing, Our strategy would help the South East’s to help build more sustainable communities. vi Transport Strategy for the South East
Introduction In economic terms, we have identified the potential to grow the number of jobs Executive This document is the draft of the in the region from 3.3 million today to 4.2 Transport Strategy for South East million and increase productivity from Summary England. It has been prepared by £183 billion to between £450 and £500 Transport for the South East, the Sub- billion Gross Value Added a year. This is National Transport Body for the South almost 500,000 more jobs and at least East of England (see Figure i), with the £50 billion more per year than without support of its 16 Constituent Local investing in the opportunities identified Transport Authorities, 5 Local Enterprise within the Transport Strategy. Partnerships, 46 district and borough authorities and wider key stakeholders. Transport for the South East’s mission is to grow the South East’s economy by delivering a safe, sustainable, and integrated transport system that makes the South East more productive and competitive, improves the quality of life for all residents, and protects and enhances its natural and built environment. Its ambition is to transform the quality of transport and door-to-door journeys for the South East’s residents, businesses and visitors. Executive Summary vii
Figure i The Transport for the South East area viii Transport Strategy for the South East
Overarching approach – planning basis using pricing mechanism and tariff Figure ii Evolution of Transport Planning policy for people and places structures across modes to incentivise those using all vehicle types to travel at This Transport Strategy presents a shift less busy times or by more sustainable away from traditional approaches of modes). Planning transport planning – one based on for people planning for a future based on recent Currently, many parts of the South East Modal shift Planning for Planning for places trends and forecasts – to an approach are in the first stage of the process vehicles & integrated vehicles High quality street of actively choosing a preferred future focussed on ‘planning for vehicles’, transport policy Capacity environments and setting out a plan of how we can get however, every place is different and enhancements Integrated transport & there together. there are exemplars in the South East, land use planning and around the UK and internationally Number of The traditional approach, one that is akin that are in the second and third stages, to ‘planning for vehicles’ with extensive that we can learn from. highway capacity enhancements for cars, is not sustainable in the longer Time term. Instead, there needs to be a transition from the current focus towards more ‘planning for people’ and more ‘planning for places’ (see Figure ii). The Transport Strategy has utilised modelling to understand how and where the transport network will see future strain. However, instead of simply expanding the network where strain will be most acute, the Transport Strategy sets out how this congestion could be alleviated by investing in attractive public transport alternatives and developing integrated land use planning policies to reduce the need to travel, adopting emerging transport technologies, and implementing more significant demand management policies (e.g. paying for the mobility consumed on a ‘Pay as you Go’ Executive Summary ix
Our Vision Vision Statement By 2050, the South East of England Transport for the South East’s vision for the South East area is: will be a leading global region The vision statement forms the basis of for net-zero carbon, sustainable the strategic goals and priorities that underpin it. These goals and priorities economic growth where integrated help to translate the vision into more targeted and tangible actions. transport, digital and energy networks have delivered a step- change in connectivity and environmental quality. A high-quality, reliable, safe and accessible transport network will offer seamless door-to-door journeys enabling our businesses to compete and trade more effectively in the global marketplace and giving our residents and visitors the highest quality of life. x Transport Strategy for the South East
Strategic Goals • More integrated land use and Environmental priorities: The strategic goals, aligned to the pillars transport planning that helps our • A reduction in carbon emissions to of sustainability, are: partners across the South East meet net zero by 2050 to minimise the future housing, employment and contribution of transport and travel to Economy: improve productivity and regeneration needs sustainably. climate change. attract investment to grow our economy • A ‘smart’ transport network that • A reduction in the need to travel, and better compete in the global uses digital technology to manage particularly by private car, to reduce marketplace. transport demand, encourage shared the impact of transport on people and Society: improve health, safety, transport and make more efficient use the environment. wellbeing, quality of life, and access to of our roads and railways. • A transport network that protects and opportunities for everyone. enhances our natural, built and historic Social priorities: environments. Environment: protect and enhance the • A network that promotes active travel • Use of the principle of ‘biodiversity net South East’s unique natural and historic and active lifestyles to improve our gain’ in all transport initiatives. environment. health and wellbeing. • Minimisation of transport’s • Improved air quality supported by Strategic Priorities consumption of resources and energy. initiatives to reduce congestion and Beneath each of the strategic goals lies encourage further shifts to public The lists above show each of the a set of fifteen strategic priorities. These transport. strategic priorities grouped beneath priorities narrow the scope of the goals • An affordable, accessible transport the strategic goals. This is useful for to mechanisms and outcomes that will network for all that promotes social organising the principles and makes it be most important to effectively deliver inclusion and reduces barriers to easier to understand broadly where these its vision. They are designed to be narrow employment, learning, social, leisure, priorities are focussed. In reality, many of enough to give clear direction but also physical and cultural activity. the strategic priorities support more than broad enough to meet multiple goals. • A seamless, integrated transport one of the goals. The Strategic priorities are as follows: network with passengers at its heart, making journey planning, paying for, Economic priorities: using and interchanging between • Better connectivity between our major different forms of transport simpler economic hubs, international gateways and easier. (ports, airports and rail terminals) and • A safely planned, delivered and their markets. operated transport network with no • More reliable journeys for people and fatalities or serious injuries among goods travelling between the South transport users, workforce or the wider East’s major economic hubs and to public. and from international gateways. • A more resilient transport network to incidents, extreme weather and the impacts of a changing climate. Executive Summary xi
Key principles for achieving our vision Planning for successful places interchanges (which are undoubtedly This Transport Strategy envisages a needed), but also integration in Transport for the South East has South East where villages, towns and timetables, ticketing and fares, and developed a framework that applies a set cities thrive as successful places, where information sharing. of principles to identify strategic issues people can live and work with the highest and opportunities in the South East, in Planning Regionally for the quality of life. Transport networks that order to help achieve the vision of the Short, Medium and Long Term simply aim to provide the most efficient Transport Strategy. This Transport Strategy seeks to build on means of moving along a corridor have the excellent work of Transport for the Supporting economic growth, the potential to have a wide range of South East’s constituent authorities and but not at any cost damaging consequences, particularly other planning authorities in the South Economic growth, if properly managed, socially and environmentally. East. The Transport Strategy builds on can significantly improve quality of The best way to ensure that this occurs transport plans set out by Local Transport life and wellbeing. However, without is to develop a transport network that Authorities, Local Plans issued by Local careful management, unconstrainted considers both ‘place’ and ‘link’ functions. Planning Authorities, and the Strategic economic growth can have damaging Some parts of the transport network are Economic Plans and Local Industrial consequences or side-effects. This designed to fulfil ‘link’ roles while other Strategies created by Local Enterprise Transport Strategy strongly supports parts contribute more to a sense of ‘place’ Partnerships. sustainable economic growth which (or both). seeks to achieve a balance with social and This Transport Strategy adopts a larger environmental outcomes. Putting the user at the heart scale perspective that looks across the of the transport system South East area focussing on cross- Achieving environmental sustainability This Transport Strategy envisages a boundary journeys, corridors, major Transport for the South East strongly transport network – particularly a local economic hubs, issues and opportunities. believes the South East must reach public transport and rail network – that As far as possible, it also seeks to align a point where future economic places the passenger and freight user at with the ambitions of the Greater London growth is decoupled from damaging the heart of it. Authority and Transport for London, environmental consequences. Attractive, and other neighbouring Sub-national sustainable alternatives to the car and This approach seeks to understand Transport Bodies. road freight must be provided, coupled why people make journeys and why with demand management policies. they choose between different modes, This Transport Strategy also adopts a Land use planning and transport routes, and times to travel. It also seeks multi-modal approach. It views corridors planning (along with planning for digital to understand the whole-journey as being served by different types and and power technologies) must also experience, from origin to destination levels of infrastructure, from the Strategic become more closely integrated. rather than just a part of the whole Road Network to first and last mile, from journey. intercity rail services through to rural bus operations. This Transport Strategy This principle highlights the need for does not differentiate its approach to much better integration between the future development of infrastructure modes. This is not just limited to physical xii Transport Strategy for the South East
based on how this infrastructure is Radial Journeys Orbital and Coastal Journeys currently managed. Transport for the South East views the transport system as Challenges Challenges a holistic system, while acknowledging • Slow journey times to North East Kent, • M25 congestion key interdependencies and interfaces Maidstone and stations on the Reading • Few long-distance orbital rail services between different owners and actors. – Waterloo line • Multiple issues and challenges on M27/ • Poor A21/London to Hastings Line rail A27/A259/Coastway Line rail corridor Our Strategy corridor connectivity • Connectivity gaps in Mid Sussex / The strategy applies the principles above • Crowding on many rail routes, Gatwick area to six journey types to help identify particularly on the Brighton Main • Constraints on road corridors that pass key challenges and opportunities Line and South Western Main Line, through urban areas (or ‘responses’). These challenges and and particular issues with reliability / responses to challenges will be explored resilience on the Brighton Main Line Responses further through a programme of • Constraints on road corridors passing • Holistic demand management subsequent area and thematic studies. through urban areas (e.g. A3) initiatives that address road congestion while avoiding displacement effects Responses from one part of the network to • Improve connectivity to Maidstone, another North Kent, Reading – Waterloo and • Electrification and dual-mode rolling Hastings corridors stock on orbital routes • Provide capacity on corridors such as • Enhancements where orbital rail Brighton Main Line and South Western routes cross radial rail routes Main Line rail corridors • Reinstate cross country services to the • Improve resilience of Strategic Road east of Guildford Network • Build consensus on a way forward for • Extend radial route public transport M27/A27/A259 corridor (e.g. Crossrail) • Reduce people’s exposure to major • Reduce human exposure to noise and orbital roads poor air quality on radial corridors Executive Summary xiii
Responses • Lower Thames Crossing Inter-urban journeys • Invest in infrastructure and subsidy for • Demand management policies to Challenges high quality public transport improve the efficiency of the transport network for road freight and to invest • Some routes fall below standard • Improve air quality in sustainable alternatives • Bus services face competition / • Prioritise vulnerable users, especially • Rail freight schemes congestion from car trips and reduced pedestrians and cyclists, over motorists • New technologies financial support • Develop better integrated transport • Freight Strategy and Action Plan • Gaps in rail routes on inter-urban hubs corridors • Advocate for a real term freeze in • Road safety hot-spots public transport fares Journeys in the future
Challenges Responses Journeys to International • Gaps in electric and digital • Support scheme proposed and Gateways and Freight Journeys infrastructure prioritised locally for government’s Challenges • Risk some parts of the South East will National Roads Fund for the Roads be ‘left behind’ Investment Plan (2020 – 2025), Large • The potential impact on surface • Risk new technologies may undermine Local Major Schemes, and for the transport networks from the planned walking, cycling and public transport Major Road Network expansion of Heathrow Airport • Risk new technologies may lead to • Increase support for inter-urban bus • Access to Port of Dover further fragmentation services • Access to Port of Southampton (and • Alternative fuel vehicles will not solve • Deliver better inter-urban rail proposed expansion) congestion connectivity • Dartford Crossing congestion • Rail freight mode share is relatively low • Freight disrupted by congestion on Responses Local journeys many strategic road corridors • Future proof electric and digital Challenges • Difficulties decarbonising Heavy infrastructure (standards, etc) Goods Vehicles • Incorporate Mobility as a Service into • Conflicts between different road user • The UK leaving the European Union public transport networks types (i.e. “Brexit”) • Encourage consistency in roll out of • Poor air quality in some urban areas smart ticketing systems and along some corridors Responses • Develop a Future Mobility Strategy for • Poor integration in some areas the South East • Pressure on bus services, particularly in • Further investment in improved public rural areas transport access to Heathrow • Affordability of public transport • Improved road and rail access to international ports xiv Transport Strategy for the South East
Implementation Rapid Transit and Light Rail Transit schemes, where appropriate for the Priorities for investment urban areas they serve), are high In the course of developing the strategy, a priority and generally medium- to wide range of partners and stakeholders long-term. have been asked for their priorities for • Public transport access to airports schemes and interventions across the is a high priority and, in the case of South East. The priorities for interventions Heathrow Airport, must be delivered and suggested timescales identified by alongside airport expansion. partners and stakeholders are as follows: • Road and public transport access • Highway schemes changing traffic to ports is also high priority and flow patterns of the road network improvements prioritised for delivery means there will always be a need for in the short-term. localised improvements to address • Technology and innovation in issues that will continue to arise. New transport technology – vehicle, fuel roads, improvements or extension of and digital technologies – is supported, existing ones should be prioritised in however the widespread roll-out of the short term but become a lower some beneficial technologies may only priority in the longer term. Highways be realised in the medium- to long- schemes should target port access, term. major development opportunities, and • Planning policy interventions are deprived communities. relatively high priority and short term. • Railway schemes are high priority • More significant demand across all timelines – Brighton Main management policy interventions Line upgrades are prioritised for the are a longer-term goal. short term, while new Crossrail lines are a longer-term goal. • Interchanges – are a high priority across all timelines where these facilitate multi modal journeys and create opportunities for accessible development. • Urban transit schemes (e.g. Bus Executive Summary xv
Funding and financing Governance Funding sources and financing Transport for the South East has put in arrangements are an important place governance arrangements that will consideration in the development of an enable the development, oversight, and implementation plan for schemes and delivery of the Transport Strategy. interventions identified in the Transport Powers and Functions Strategy. Transport for the South East proposes A Funding and Financing Report has to become a statutory Sub-national been developed that explores potential Transport Body and take on the ‘general funding mechanisms for schemes and functions’ of a Sub-national Transport interventions. Multiple sources of funding Body, as set out in legislation. and financing will be required to deliver There are also a number of additional the Transport Strategy. powers being sought relating to Public finance is likely to remain the rail planning, highway investment key source of funding for highway programmes and construction, capital and railway infrastructure in the near grants for public transport, bus provision, future. Looking further ahead, in order smart and integrated ticketing, and Clean to manage demand and invest in Air Zones. sustainable transport alternatives, new The powers which are additional to the funding models will need to be pursued. general functions relating to Sub-national This could include funding models, such Transport Bodies will be requested as hypothecated transport charging in a way that means they will operate schemes, as a means of both managing concurrently and with the consent of the demand in a ‘Pay as you Go’ model or as constituent authorities. part of a ‘Mobility as a Service’ package. The proposal for general and additional Monitoring and evaluation powers were consulted upon between 7 A mechanism for monitoring delivery May 2019 and 31 July 2019, concurrently to of prioritised interventions, as well as the development of the draft Transport evaluating outcomes related to the Strategy. strategic goals and priorities, will be developed. xvi Transport Strategy for the South East
Next steps should evolve to reflect feedback provided. The programme for the next steps for the consultation and the revisions to Revision and approval of and adoption of the Transport Strategy, the Transport Strategy along with further studies to inform the Following consideration of all feedback, development of the Strategic Investment the draft Transport Strategy will be Plan, before seeking formal statutory revised, and a final version will be powers, is identified in Figure iii. approved by the Shadow Partnership Board and published in spring 2020. Public Consultation This Transport Strategy will be reviewed A public consultation exercise is being updated every five years. undertaken on the draft Transport Strategy in the autumn of 2019. The Future Programme of Studies purpose of the consultation is to seek the Transport for the South East is planning views of a wide range of stakeholders on to commission a set of studies to explore the draft Transport Strategy. The aim is to some of the themes outlined in this ensure buy-in to the vision for the future Transport Strategy, which will include set out in the Transport Strategy. area studies that focus on types of corridors and journeys in the South East The consultation exercise is being and further work on various thematic undertaken over a twelve-week period. studies including freight and the future of The Transport Strategy, an Integrated mobility. Sustainability Appraisal, and supporting evidence are being made available to the public and all consultees along with a consultation questionnaire. The consultation exercise will be publicised online, in the press and on social media. The online information for the public consultation is being supplemented by a series of engagement events. At the end of the consultation period, Transport for the South East will produce a consultation report on the draft Transport Strategy that will summarise an analysis of the responses and how the final version of the Transport Strategy Executive Summary xvii
Figure iii Transport for the South East Road Map
July October December March September March September 2018 2019 2019 2020 2020 2021 2021
Economic Connectivity Review
Transport Strategy Development
Public Consultation
Final Strategy
Area Studies Tranche 1
Area Studies Tranche 2
Strategic Investment Plan
Thematic Studies:
Freight Strategy
Smart Ticketing
Mobility as a Service
Future Mobility xviii Transport Strategy for the South East 1
Chapter 1 Context 2 Transport Strategy for the South East
Introduction The role of Transport for the South East 1 The authorities A Transport represented by 1.1 This document is the draft of the 1.3 Transport for the South East’s mission Transport for the South East are Transport Strategy for South East is to grow the South East’s economy outlined in Section Strategy for 1 England . It has been prepared by by delivering a safe, sustainable, and 2 (Paragraph 2.5). It Transport for the South East, the Sub- integrated transport system that makes should be noted that South East this definition of South national Transport Body for the South the South East area more productive East England excludes East of England, with the support of its 16 and competitive, improves the quality Buckinghamshire, England Constituent Local Transport Authorities, 5 of life for all residents, and protects Milton Keynes, and Oxfordshire (which are Local Enterprise Partnerships, 46 district and enhances its natural and built often included in the and borough authorities and wider key environment. Its ambition is to transform statistical region “South stakeholders. the quality of transport and door-to-door East”). journeys for the South East’s residents, 1.2 This Transport Strategy is supported by businesses and visitors. a significant body of evidence, much of which is published alongside this 1.4 Transport for the South East aspires to document. These documents include: be a positive agent of change. It seeks to amplify and enhance the excellent • Strategic Policy Context; work of its constituent authorities, • The Relationship between the South Local Enterprise Partnerships, transport East and London; operators and stakeholders in its • Potential Impacts of Brexit; geography. It embraces new ways of • Scenario Forecasting Summary Report; doing things and seeks a more integrated • Scenario Forecasting Technical Report; approach to policy development. It aims • Funding and Financing Options; to present a coherent, regional vision and • Integrated Sustainability Appraisal; set of priorities to Central Government, • Logistics and Gateway Review; investors, operators, businesses, residents • Ticketing Options Study; and and other key influencers. • Future of Mobility Study Report. Context How this Transport Strategy was developed 3
2 The legislation The purpose of this Transport Strategy governing Sub-national Transport Bodies is set 1.5 One of the key roles of a Sub-national out in the Cities and This is our Transport Strategy Local Government Transport Body, as set out in the Local 2 Devolution Act (2016), Transport Act 2008 (as amended ), is for the South East – speaking which amended the to outline how it will deliver sustainable Local Transport Act (2008). economic growth across the South East with one voice to improve area it serves, whilst taking account of the social and environmental impacts of the transport, travel, and mobility proposals outlined in the strategy. This Transport Strategy represents a major for everybody in our region. step in the process of determining which policies, initiatives and schemes should be priorities for delivering sustainable growth across the South East area.
1.6 This Transport Strategy outlines a shared vision for the South East area. It expands this vision into three strategic goals that represent the three core pillars of sustainable development – economy environment and society, and It then describes the priorities and initiatives that will help achieve its vision. This will help guide future policy development and investment decisions in the short, medium, and long-term. This Transport Strategy will be followed by a number of area studies which will identify the interventions needed to deliver the strategy. Further details about the area studies are provided in Section 5.
1.7 This draft of the Transport Strategy is for public and stakeholder consultation. Transport for the South East welcomes all views to help improve the Transport Strategy and make it fully representative of the South East area. 4 Transport Strategy for the South East
Working in partnership locally, Building on the Economic 3 Transport for the South East / How this regionally, and nationally Connectivity Review Steer “Economic Connectivity Review” 1.8 Transport for the South East started its 1.10 This Transport Strategy builds upon the Transport (July 2018), page 2, mission to create a common vision for the evidence and analysis conducted in the https://transportfor South East in 2017, by establishing robust Economic Connectivity Review for the thesoutheast.org.uk/ Strategy was strategy/ecr/, accessed governance procedures and regular South East. This study provided a detailed August 2019. channels of communication with its analysis of the underlying socioeconomic developed partners and key stakeholders. A diagram conditions in the South East. It identified showing the relationship between 22 key corridors where the evidence Transport for the South suggests economic investment in East and its key partners is shown in transport infrastructure should be Figure 1.1. Key in this regard has been the focussed to generate maximum future involvement of the Transport Forum return. The analysis in the review, and which consists of representatives the information which it provided, has from businesses, transport operators, been carried forward into this Transport borough and district councils, Local Strategy. Economic Partnerships and user 1.11 The Economic Connectivity Review groups. Throughout 2019, Transport highlighted the potential of the South for the South East has held a number East to grow its economy to a value of of workshops and meetings with its approximately £500 billion in Gross Value partners and stakeholders at each step Added Terms3 (from a current day value of the Transport Strategy’s development. of £183 billion). It should be stressed that This engagement has been invaluable in this potential represents a theoretical identifying the key issues, Challenges and outcome based on unconstrained growth opportunities that have been reflected with minimal environmental constraints. in the development of the Transport Strategy.
1.9 The Transport Strategy has been designed to complement and build on national, regional, and local policies and strategies. A diagram showing the relationship between this document and the other key documents produced by Government, national agencies, local transport authorities, local economic partnerships and district and borough authorities is shown in Figure 1.2. Context How this Transport Strategy was developed 5
Figure 1.1 Relationship between Transport for the South East, its partners, Figure 1.2 Relationship of this Transport Strategy with the wider policy and and its stakeholders planning framework
Sets the national planning framework for the South East and provides much of the funding for schemes included in the Transport Strategy. Industry representatives and other bodies with broader economic, social Transport and environmental interests providing advocacy Department Investment for Transport Road Strategy National Industry Owns, operates, Investment Industrial bodies and Highways maintains and renews Strategy Strategy interest England the Strategic Road Network in England. groups National Road to Zero Planning Framework Lead planning policy, and have strong Local Owns, operates, Transport for Transport for Network interdependencies with Planning maintains and renews the South East the South East Rail transport and economic Authorities the national railway planning in the area. network in Great Britain. Rail Local Investment Transport Policies Plans
Transport Lead the delivery of Local initiatives affecting Operators, Transport the delivery of public Strategic Ports & Authorities transport services and Economic Local Plans Airports the development of Plans Local Lead the development Local international gateways. and delivery of schemes Enterprise Industrial and initiatives affecting Partnerships Strategies bus services, potential urban transit systems, the Major Road Network, and other local authority Facilitate initiatives to roads in the area. deliver economic growth in the region and provide targeted funding for schemes that support their Strategic Economic Plans. 6 Transport Strategy for the South East
Building on the evidence base groups of corridors in the South East area. 1.18 This Transport Strategy involves a shift 4 Lyons, G. and Davidson, C. “Guidance for multi-modal Corridors These studies will identify a prioritised towards a ‘decide and provide’ approach for transport planning programme of interventions to feed into to transport provision. This means and policymaking 1.12 This Transport Strategy is built upon an investment plan for the South East. actively choosing a preferred future, with in the face of an a diverse evidence base of economic, uncertain future” (June preferred transport outcomes as opposed social, environmental and transport 2016), Transportation Moving away from ‘predict to responding to existing trends and Research Part A: Policy network data. This data has been collated, and provide’ forecasts. and Practice, Volume interpreted and analysed from a wide 88, June 2016, Pages range of sources and is presented in the 1.16 Traditionally, transport planning has 1.19 The Transport Strategy has utilised future 104-116. documents listed in paragraph 1.2, which used a ‘predict and provide’ approach to demand modelling to understand how are published alongside the Transport justify the need for future investment. and where the transport network will Strategy. This approach involves using existing see significant future strain. However, trends to forecast future demand and instead of simply expanding the network 1.13 The key areas explored in the evidence congestion on the transport network to where strain will be most acute, the base are: make the case for the investment needed Transport Strategy sets out how this • corridors that are of strategic to alleviate that congestion. congestion could be alleviated through importance in the South East; investing in public transport alternatives, 1.17 In recent years, however, there has been • places or major economic hubs where developing integrated land use planning a significant shift in thinking away from large amounts of future growth will be policies, adopting emerging transport the ‘predict and provide’ approach. There concentrated; technologies, and adopting demand is substantial evidence to suggest that • places and/or supporting transport management policies. The latter would providing additional road capacity and networks that are underperforming involve users paying for more of their addressing bottlenecks in the highway and constraining economic growth; mobility they consume on a ‘Pay as you network has the effect of generating • modelling of possible future scenarios Go’ basis with the potential to better additional demand for the road network, and their impacts on transport and managing demand across the network thus eroding or even eliminating travel; and – using pricing mechanism across all any expected reductions in traffic • the relationship between London and vehicular modes, including by car, van congestion4. Furthermore, this approach, the South East. and Heavy Goods Vehicles to incentivise if followed in an unconstrained fashion, travel at less busy times or by more 1.14 Ultimately, the evidence base provides risks promoting urban sprawl, high sustainable modes. the analytical foundation of this strategy dependency on car use, and significant and ensures that the direction promoted degradation of the natural environment. 1.20 This proactive approach to transport in this document is supported by credible In the long run, ‘predict and provide’ planning will enable choices to be made and appropriately referenced evidence. risks creating a transport network that is about how the transport network will less efficient and damaging for the local look in the future. For example, it will 1.15 Building on the work of the Economic communities and environment it passes signal a shift towards making urban areas Connectivity Review, Area Studies will through. more ‘people-friendly’ by giving the car be commissioned that will examine the less precedence and by providing more key challenges and opportunities of space for sustainable transport modes. Context How this Transport Strategy was developed 7
5 Jones, P. “Urban It will also encourage investment in more Planning for people and places of this process illustrated in Figure 1.3 – Mobility: Preparing for sustainable modes of transport, including ‘planning for people’ – places modal shift the Future, Learning 1.21 As discussed above, traditional transport from the Past” (2019), the rail network and potential future at the heart of transport planning. This planning has tended to focus on ensuring page 9, https://www. greener technologies. approach seeks to meet forecast future transportxtra.com/ that adequate capacity is provided to demand while minimising any adverse userfiles/brochures/ accommodate future forecast demand. CREATE_NEW2_web. impacts on society and the environment This approach is akin to ‘planning for pdf, accessed August by encouraging greater use of more 2019. vehicles’. This approach is not sustainable efficient and more sustainable transport in the longer term. Instead, there should modes. be a shift from the current focus on ‘planning for vehicles’ towards ‘planning 1.24 The third stage – ‘planning for places’ – for people’ and, ultimately, ‘planning for goes further by encouraging integrated places’. transport and land use planning to deliver spatial planning policies that both 1.22 Figure 1.3 shows the evolution of a encourage sustainable travel choices but transport policy process between also minimise the need to travel at all (or, the three different transport policy at the very least, minimise the need to perspectives. It is based on an approach travel far). which has been developed by Professor Peter Jones of UCL through the CREATE 1.25 It is acknowledged that the impacts EU Horizon 2020 and Civitas project5, to of these approaches will be applicable help policy makers cut road congestion over different timeframes. Planning for in cities by encouraging a switch from vehicles may well prevail in the short Figure 1.3 Evolution of Transport Planning policy cars to sustainable modes of transport. term. Planning for people perhaps aligns However, it has a wider applicability to better to medium term timelines. And help guide transport and land use policy planning for places, which requires development at a regional scale. integration with long term planning policy, is a much longer-term goal Planning 1.23 Currently, the South East is in the although every effort should be made to for people first stage of the process focussed on start the process of moving towards this Modal shift ‘planning for vehicles’. The second stage Planning for Planning for places vehicles & integrated approach. High quality street vehicles transport policy Capacity environments enhancements Integrated transport & land use planning Number of
Time 8 Transport Strategy for the South East
Developing scenarios for different of emerging technology, changes in 1.28 The key features of the Sustainable Route 6 Transport for the South East “Scenario version of the future in 2050 attitudes towards the environment, and to Growth are: Forecasting Summary the development of target business and Report” and “Scenario 1.26 The Economic Connectivity Review • The South East is less dependent on industrial sectors in the economy. Each Forecasting Technical presented a projection for the economic London and has developed successful Report” (both October scenario was modelled using a Land Use potential for the South East. However, this economic hubs within its own 2019).. and Transport Model. The outcomes of is a theoretical ‘maximum’ that assumes geography, which provide high-quality, modelling each scenario were compared minimal environmental constraints and high-skilled jobs for residents. This in to a ‘Central Case’, which was developed is likely to result in unacceptable levels turn creates a future where GVA per by modelling the impacts of the of environmental degradation. So, in capita is significantly higher than it is Department for Transport’s National Trip order to develop a credible and more today. End Model on the South East’s economy desirable vision of the future, Transport • The benefits of emerging technology and transport networks. A description of for the South East explored how different have been harnessed in an equitable the four scenarios that were developed political, economic, social, technological way to improve the accessibility of the and tested is provided in Figure 1.4. The key and environmental trends might evolve South East area without undermining outputs generated by these scenarios are to create different versions of the future the integrity of its transport networks. shown in Table 1.1. in 2050. This was achieved by exploring This also has the effect of boosting how four future scenarios might affect 1.27 The outputs of the modelling derived economic growth while minimising the development of the South East’s from the four scenarios were presented transport’s impact on the natural and economy, population, and transport to a wide range of partners and key built environment. outcomes. Further details about the stakeholders. These stakeholders were • Concern for the environment has Scenario Forecasting work undertaken asked to provide their feedback on each led to the widespread adoption of in support of the development of this of the scenarios and identify elements sustainable policies and practices, Transport Strategy is provided in the that they felt were most plausible and including integrated land-use and “Scenario Forecasting Summary Report” desirable. The elements that were transport planning, as well as targeted and “Scenario Forecasting Technical deemed by Transport for the South East’s demand management measures Report”6. The four scenarios for 2050 partners and stakeholders to be most including users paying for more of their were developed by combining ‘axes of desirable for the future were then drawn mobility on a ‘pay as you go basis’. This uncertainty’, which describe the plausible together to build a vision of a ‘preferred in turn provides a shift away from the outcomes of uncertain trends. These future’ – “A Sustainable Route to Growth”. private car towards more sustainable trends included the rate of adoption travel modes. It also reduces the need to travel (or, at least, the need to travel far) and ultimately delivers a cleaner, safer environment for residents. Context How this Transport Strategy was developed 9
Figure 1.4 Summary of the scenarios developed for this Transport Strategy
Scenario 1: Scenario 2: Scenario 3: Scenario 4: The London Hub Digital Future Route to Growth Sustainable Future • What if there is higher • What if digital • What if the South East • What if there is an than expected growth in transformation happens makes more of its unique increased focus London and the South East at a much faster rate than assets, becoming more on environmental becomes a dormitory for anticipated? specialised and locally sustainability? London? focussed? • Convenience driven tech- • Lower levels of • Higher population growth solutions • More local employment productivity-led growth • Increased housing stock • Highly productive economy • Growth of priority sectors • Shift away from heavy industry • Lower productivity growth • Labour market disruption • Slightly higher population growth • Focus on protecting the • Increased radial travel • Less need for business environment travel • Increased cross-regional travel • Reduced inequality – • Faster adoption focussing on of Connected and Autonomous Vehicles • Deprived communities (CAVs) • National road user charging 10 Transport Strategy for the South East
7 1.29 As Table 1.1 shows, the Sustainable Route 1.30 This process has allowed Transport Prioritising initiatives Transport for the South East “Scenario to Growth outputs produce strong, for the South East to develop a vision 1.31 Transport for the South East worked with Forecasting Technical regionally led economic growth akin to for 2050 that is forward looking, that Report” (October 2019). a wide group of stakeholders to identify the results yield by the Route to Growth accommodates and reflects the views of their initial priorities for investment Scenario but deliver this growth in a more stakeholders, and that delivers a desired over the short, medium, and long term. environmentally sustainable manner, future for the South East’s businesses, The types of schemes that emerged as more aligned to the Sustainable Future residents and visitors7. Further highest priority, that are best placed to Scenario. This Scenario delivers the information about the methodology deliver optimal outcomes (economic, second highest growth in GVA of all the that was used to develop these future social and environmental), and that scenarios (including the Central Case). scenarios and model their impacts is best align with the Sustainable Route contained in the “Scenario Forecasting to Growth Scenario are presented in Technical Report”. Table 1.1: Summary of Scenario Modelling Results this Strategy. This work will be taken forward in subsequent area studies, Scenario GVA GVA Trips Trips (2050) Growth (2050) Growth which will identify specific schemes and interventions needed to deliver the Central Case (based on DfT £399bn 118% 23.9m 15% Transport Strategy. forecasts)
The London £430bn 136% 26.6m 28% Hub
Digital Future £411bn 125% 24.2m 16%
Our Route to £481bn 164% 26.4m 27% Growth
Sustainable £404bn 121% 23.1m 11% Future
Sustainable Route to £458bn 151% 24.8m 19% Growth
Context How this Transport Strategy was developed 11
Undertaking an Integrated The online information for the public Sustainability Appraisal consultation is being supplemented by a Conclusions series of engagement events arranged to 1.32 Alongside the development of the In this section we have set out the serve different groups of stakeholders. Transport Strategy, Transport for the context to the Transport Strategy South East commissioned Steer and WSP 1.34 At the end of the consultation period, for the South East and described to prepare an Integrated Sustainability Transport for the South East will produce how we have worked with partners Appraisal. This document examines a consultation report on the draft and stakeholders to develop this the potential impacts this Transport Transport Strategy that will summarise Transport Strategy. In the next section Strategy could have on a wide range an analysis of the responses and how the the key characteristics of the South of sustainable development indicators, final version of the Transport Strategy East area are highlighted and some including economic, social, and should evolve to reflect feedback of the challenges it currently faces are environmental aspects. These include, provided. described. In addition, the national, but are not limited to, health, equality of regional and local policy frameworks access to opportunities, and community Publishing the final Transport Strategy that currently govern and influence safety. This document will be published transport and planning policy in the 1.35 Following consideration of all feedback, alongside the Transport Strategy and South East area are described. Transport for the South East will revise will be subject to public consultation in the draft Transport Strategy to take parallel with the draft Transport Strategy. account of the feedback received and publish a final version in Spring 2020. The Holding a public consultation Transport Strategy will be complemented 1.33 A public consultation exercise is being by several area studies which will identify undertaken on this draft Transport and prioritise the specific interventions Strategy in the autumn of 2019. The required across the South East. The purpose of the consultation is to seek outputs from these area studies will be the views of a wide range of stakeholders fed into an Investment Plan setting out on the draft Transport Strategy. The the short, medium, and longer-term aim is to ensure buy-in to the vision scheme priorities. Transport for the for the future set out in the Transport South East will then shift focus towards Strategy. This consultation exercise is implementation, which is described in being undertaken over a twelve-week more detail in Section 5. period. The Transport Strategy, Integrated Sustainability Appraisal, and supporting evidence are being made available to the public and all statutory consultees along with a consultation questionnaire. The consultation exercise is being publicised online, in the press and on social media. 12 Transport Strategy for the South East 13
Chapter 2 Our Area 14 Transport Strategy for the South East
Introduction Introducing the Transport 1 The authorities represented by Introduction for the South East area 2.1 The South East is a diverse area, with Transport for the South East are 2.3 different environmental, social and The area covered by Transport for the outlined in Section economic challenges and opportunities, South East comprises the counties and 2 (Paragraph 2.5). It which influence the way we travel, unitary authorities that make up the should be noted that this definition of South create their own transport challenges, south east corner of Great Britain. The East England excludes as well as influencing the potential for South East area borders the southern Buckinghamshire, improvements to our connectivity and boundary of Greater London from Milton Keynes, and Oxfordshire (which are accessibility. Slough in the west to Dartford in the often included in the east and down to the Isle of Wight in the statistical region “South 2.2 This section introduces the South East East”). 1 south. It is home to approximately 7.5 area and summarises its characteristics, 2 million residents . The most populated 2 Office for National challenges and opportunities. This boroughs and districts in the South East Statistics “Population section starts by describing the Estimates” (2016), (as defined by local authority population) economic, social, and environmental https://www.ons.gov. are Brighton and Hove (289,000), the uk/ characteristics of the South East area. It Medway Towns (276,000), Southampton peoplepopulationand then explores the relationship between community/ (254,000) and Portsmouth (215,000). The the South East and the rest of the populationand largest Built Up Areas in the South East, migration/ United Kingdom, including London. It which cut across borough and district populationestimates, then sets out the policy context of this accessed August 2019. boundaries, are South Hampshire (over Transport Strategy and summarises the one million), Brighton and Hove (475,000) 3 Office for National current transport corridors and patterns Statistics/Organisation and Reading (318,000)3. A map showing of movement in the South East area. for Economic the Constituent Authorities within the Development and Co- This is followed by a description of the Transport for the South East area is operation/Wikipedia challenges facing the transport network, “List of urban areas in provided in Figure 2.1. future opportunities, and conclusions to the United Kingdom” (2019) https:// 2.4 be considered in the Strategy. The South East area has several of the en.wikipedia. United Kingdom’s largest international org/wiki/List_of_urban_ gateways including the Port of Dover, the areas_in_the_United_ Kingdom, accessed Port of Southampton, Eurotunnel and September 2019. This Gatwick Airport. Heathrow Airport lies data is less reliable than just on the boundary of the Transport the Local Authority District population data for the South East area. A map showing and is therefore not the key population centres, international used in the remainder gateways and transport networks in of this document. the Transport for the South East area is provided in Figure 2.2. Our Area Introduction 15
Figure 2.1 The Transport for the South East area 16 Transport Strategy for the South East
Figure 2.2 Key population centres, international gateways and transport corridors in the Transport for the South East area
Strategic corridor Major economic hub Airport Port Eurostar Eurotunnel
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. Our Area Key characteristics of the South East area 17
2.5 The Transport for the South East 2.7 There are also five Local Enterprise area encompasses 16 Local Transport Partnerships in the South East area, Authorities, as outlined below. which lead economic planning in their respective areas: • Six unitary authorities in Berkshire represented through the Berkshire • Berkshire Thames Valley; Local Transport Body: Slough Borough • Coast to Capital; Council; Royal Borough of Windsor and • Enterprise M3; Maidenhead Council; Reading Borough • South East; and Council; Bracknell Forest Borough • Solent. Council; Wokingham Borough Council; 2.8 The South East also has two National and West Berkshire Council. Parks, which work to their own spatial • Brighton & Hove City Council; planning policies and governance • East Sussex County Council; arrangements, as well as several • Hampshire County Council; protected landscapes, coastlines and • Isle of Wight Council; built areas. • Kent County Council; • Medway Council; 2.9 The remainder of this section describes • Portsmouth City Council; the South East area’s economic, social, • Southampton City Council; environmental characteristics and • Surrey County Council; and challenges. It then sets out the broader • West Sussex County Council. policy framework underpinning the Transport Strategy and describes the 2.6 Several of these authorities are county key transport corridors and patterns councils, which operate a two-tiered in the South East area. This section system of local government. In these also describes the South East area’s areas local spatial planning policies are relationship with the rest of the country determined by borough and district (and London), and explores key issues councils. and opportunities affecting its transport networks. 18 Transport Strategy for the South East
Economic characteristics 2.13 The review identified the role of strategic 4 Cambridge Econometrics “Local Economic Forecasting Key and challenges transport connectivity in enabling Model” (2017). economic growth through: characteristics 2.10 The South East is a powerful motor of 5 Office for National the national economy. It adds £183 billion • improving business to business Statistics “Population Estimates” (2016), https:// a year to the UK economy 4. It is home connectivity; of the South www.ons.gov. to over 7.5 million people (9% of the UK • improving access to international uk/peoplepopulationand total)5, 4 million workers (13% of the UK gateways; community/populationand East area 6 7 migration/ workforce) , and 320,000 companies . It is • growing labour market catchments; populationestimates, also home to national and world leading • enabling development; and, accessed August 2019.
universities (six in the UK Top 50 and • supporting deprived communities. 6 Cambridge Econometrics 8 world’s top 350 ) and research centres, “Local Economic Forecasting 2.14 The Economic Connectivity Review which support a wide range of disciplines Model” (2017). identified the key priority industrial and sectors. 7 Office for National Statistics sectors of the South East, which are “Enterprise/local units by 2.11 The South East is a relatively prosperous shown in Figure 2.3. These are sectors in Industry and GB Local region. It has the second highest GVA the South East that: Authority Districts (including UK total)” (2016), https:// per capita of all the UK regions and www.ons.gov.uk/business 9 • have national and international nations (second only to London) . The industryandtrade/business/ competitive advantage; average employment rate is also relatively activitysizeandlocation/ • are knowledge-intensive; datasets/ukbusinessactivity high at 77%, above the UK average of sizeandlocation, accessed 10 • have identified relationships with 74% . However, there are significant September 2019. Higher Education and research and disparities in wealth and deprivation innovation bodies; and 8 UKUni “UK University across the South East area. Many coastal Rankings” (2019), https:// • are forecast to grow. communities in particular contain areas www.ukuni.net/uk-ranking/ overall, https://www. 2.15 with high levels of deprivation. A significant level of housing and timeshighereducation. employment development is planned com/world-university- 2.12 The Economic Connectivity Review, for the South East area, but this rankings/2018/, accessed published by Transport for the South East August 2019 development is not distributed evenly in July 2018, provided an overarching view across the South East area. 9 Office for national Statistics of the South East area’s current economic “Regional economic activity geography, its economic potential up to by GVA” (2018) https:// www.ons.gov.uk/economy/ 2050, and the role of strategic transport grossvalueaddedgva/ interventions in achieving this potential. bulletins/ regionalgrossvalueadded balanceduk/1998to2017, accessed August 2019.
10 Office for National Statistics “Business Register and Employment Survey” (2016). Our Area Key characteristics of the South East area 19
Figure 2.3 Priority industrial sectors in the South East area
International sectors: Low Carbon Creative Tourism Technologies Industries IT Advance Engineering & Industrial sector: Industrial sector: Manufacture IT Advance Transport & Logistics Engineering & Manufacture Financial & Industrial sector: Professional Services Transport & Logistics Marine, Maritime & Defence
Industrial sector: Industrial sector: Marine, Maritime Financial & & Defence Professional Services
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 20 Transport Strategy for the South East
2.16 As shown in Figure 2.4, particularly high of highly-paid jobs. In contrast, many Environmental characteristics levels of housing development are coastal communities, which are less well and challenges planned for North Kent, the Thames connected to London and other key 2.19 The South East has a varied and highly Valley, and along the south coast. economic hubs, have significantly higher valued natural environment. Significant Employment development, on the levels of deprivation than the England parts of the South East area are other hand, will be more geographically average. designated as National Parks, Areas of concentrated than future housing 2.18 While there appears to be a relationship Outstanding Natural Beauty and Sites development. As Figure 2.5 shows, future between transport connectivity of Special Scientific Interest. The South job growth will likely occur in the urban and prosperity, there are also some East area also has a long coastline. A map areas around Brighton and Hove, anomalies in the South East area. The showing the location of key protected Southampton, Portsmouth, Gatwick areas around the Medway Towns and landscapes in the South East area is Airport, and the Thames Valley. This the Thames Estuary, for example, are provided in Figure 2.7. The environmental presents a significant transport challenge relatively well connected to London yet assets of the South East help make the as many people will be living and working have relatively high levels of deprivation. South East area an attractive place to live, in different places, which means the This may be due to characteristics of work and visit. The future development future transport network may need to the local economies of these areas, of the South East area and its transport provide for longer distance commuter which are still adjusting to structural network will need to be managed to trips within the South East area. changes in the national economy minimise any potential adverse impact since deindustrialisation in the 1980s. and where possible enhance these Social characteristics and challenges It also may be because this high-level natural assets. 2.17 The social geography of the South East connectivity has only recently been 2.20 The South East area faces several is varied. The South East area is home unlocked by the launch of domestic significant environmental challenges in to some of the most prosperous and high-speed rail services in 2009 and the the future. As shown in Figure 2.8, there productive areas of the country, but also impact of these services may not yet be is a significant number of Air Quality contains significant areas of deprivation. showing in deprivation data. Either way, Management Areas in place across the The overall distribution of deprivation this example shows that, while transport South East area. These areas have been in the South East relative to other areas connectivity is important for minimising established to improve air quality and of England is shown in Figure 2.6. This the likelihood of deprivation, there are reduce the harmful impact of Nitrogen appears to show a relationship between clearly other key factors which have a Oxides (NOx), Sulphur Oxides (SOx), poor connectivity and higher levels role to play. It should be noted that all and particulates on human health and of deprivation. For example, some of the economic hubs in the South East the natural environment. Transport – the least deprived areas of the South area have some deprived areas, including particularly road transport – is one of the East are found around Guildford, the those that are perceived to be relatively largest contributors to poor air quality in Blackwater Valley, Woking and Bracknell. prosperous. the South East area. Transport therefore These areas are economically productive has a significant role to play in improving and benefit from good connectivity to air quality. London, where there is a concentration Our Area Key characteristics of the South East area 21
11 Office for National 2.21 Noise pollution is also a significant issue, Statistics “UK local authority and regional particularly for communities located close carbon dioxide emissions to the Strategic Road Network. national statistics: As Figure 2.9 shows, noise pollution is 2005 to 2017” (2019) https://www.gov.uk/ particularly high on the busiest road government/statistics/ corridors of the South East area, notably uk-local-authority-and- around the M25. regional-carbon-dioxide- emissions-national- 2.22 The South East also has a significant statistics-2005-to-2017, accessed August 2019. role to play in tackling climate change. Today, the South East accounts for 12% of 12 Department for Business, Energy and Industrial the United Kingdom’s greenhouse gas 11 Strategy “UK Greenhouse emissions . In 2018, transport accounted Gas Emissions, Provisional for a third of the United Kingdom’s Figures (2018), https:// 12 assets.publishing.service. greenhouse gas emissions . Several of gov.uk/government/ the South East’s local authorities have uploads/system/uploads/ declared ‘Climate Emergencies’ and there attachment_data/ file/790626/2018- is evidence of increasing support from provisional-emissions- politicians and residents for transport statistics-report. policies and interventions that help pdf, accessed August 2019. https://assets. mitigate climate change and enhance publishing.service. the natural environment. gov.uk/government/ uploads/system/uploads/ 2.23 In conclusion, the South East’s future attachment_data/ Transport Strategy must seek to file/790626/2018- provisional-emissions- balance economic and social needs statistics-report. with the environmental constraints and pdf, accessed August challenges outlined above. 2019. https://assets. publishing.service. gov.uk/government/ uploads/system/uploads/ attachment_data/ file/790626/2018- provisional-emissions- statistics-report.pdf, accessed August 2019. 22 Transport Strategy for the South East
Figure 2.4 Employment growth planned in the South East area
Job increase (2011 – 2041): <5,000 5,000 – 7,500 7,500 – 10,000 10,000 – 15,000 15,000 – 20,000 20,000 – 25,000 >25,000
Contains National Trip End Mode (NTEM)
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. Our Area Key characteristics of the South East area 23
Figure 2.5 Housing growth planned in the South East area
Household increase (2011 – 2041): <5,000 5,000 – 7,500 7,500 – 10,000 10,000 – 15,000 15,000 – 20,000 20,000 – 25,000 >25,000
Contains National Trip End Modae (NTEM)
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 24 Transport Strategy for the South East
Figure 2.6 Deprived areas and journey times to London in the South East area
Index of Multiple Deprivation Overall rank in England (2015): 10% most deprived 10 – 20% 20 – 30% Journey time by public transport to Central London 0 – 30 mins 20 – 60 mins 60 – 90 mins
Contains MHCLG
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. Our Area Key characteristics of the South East area 25
Figure 2.7 Protected landscapes in the South East area
AONB National Park
Contains Natural England
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 26 Transport Strategy for the South East
Figure 2.8 Air Quality Management Areas in the South East area
AQMA areas
Contains DEFRA
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. Our Area Key characteristics of the South East area 27
Figure 2.9 Road noise pollution in the South East area
Road noise decibels 55 – 60 60 – 65 65 – 70 70 – 75 > 75
Contains DEFRA
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 28 Transport Strategy for the South East
The gateway to the British Isles • For road: The M3/A34/M4 between 13 Transport for the The South East’s Southampton and the Midlands/West South East / Steer 2.24 It is estimated that approximately 10% of “Scenario Forecasting of England and the M2/ M20/M25 trips in the South East area start or finish Technical Report” between Dover and the Midlands/East (October 2019). relationship with outside the South East and London.13 of England. The South East’s geographical position • For rail: The South Western Main Line/ the rest of the UK as the closest part of the British Isles to Basingstoke – Reading Line between continental Europe means it has a unique Southampton and the Midlands and role in acting as the gateway to the High Speed 1/North Kent Line/South United Kingdom. Significant business, Eastern Main Line between Dover/ freight and tourist flows pass through the Folkestone and London. Most rail South East area to reach London, the rest freight in Kent needs to pass through of the United Kingdom (and Ireland). inner London to reach the rest of the 2.25 Much processing of freight in the UK country. occurs in the “Golden Triangle” – an 2.27 The transport network in the South area in the Midlands where there is East has significant interfaces with a particularly high concentration of schemes being pursued by neighbouring ‘national distribution centres’ (centres Sub-national Transport Bodies. This where freight is processed and includes the Oxford – Milton Keynes – distributed to regional networks). It is Cambridge expressway and East – West quite common for freight to arrive into rail projects that are being advanced by the UK in the South East, be transported England’s Economic Heartland. There to the Midlands for processing, and then is an important freight interface with return to the South East for regional this Sub-national Transport Body on distribution. the A34 Corridor, which connects the 2.26 This means that the road and rail routes Port of Southampton with the Midlands that connect the South East to the and North of England. There are also Midlands and North of England are important interfaces with the Western particularly important to freight. The key Gateway emerging Sub-national corridors for each mode are: Transport Body on the A36, A303/West of England Main Line, M4/Great Western Main Line and M25 corridors, as well as with Transport East at the Dartford Crossing. Our Area The South East’s relationship with London 29
14 Transport for the A key relationship Commuting from the South East / Steer “The The South South East to London Relationship Between 2.28 London’s contribution to the UK economy the South East and 2.29 London” (October 2019). is well in excess of the contribution The number of residents commuting East’s of other regions in the UK. However, into Greater London from the South 15 Ibid. page 10. it does not function in isolation and East is substantial (350k)14. While this is 16 Ibid. page 20. relationship its economic success relies on strong a sizeable figure, it should be noted that 17 Ibid. page 16. transport links with towns, cities and it represents just 13% of commuting trips with London international gateways outside of in the South East15. Most (83%) trips into London, including many locations Central London are by rail16. Trips to Outer within the South East. The relationship London, on the other hand, tend to be between London and the South East is made by car (80%)17. As shown in Figure reflected strongly in commuting patterns 2.10, the areas with the highest number of between both regions. Further analysis commuter journeys to London are those of this relationship is provided in “The that are closest to the Greater London Relationship between the South East boundary. and London” Report, which is published 2.30 As the distance from London increases, alongside this Transport Strategy. the number of residents travelling to Greater London decreases. However, there are areas further from London, such as Winchester, Haywards Heath/Burgess Hill and Royal Tunbridge Wells, where a higher number of people commute to Greater London compared to their surrounding rural areas. These locations are major economic hubs, and typically have good strategic connectivity with fast journey times into Central London. 30 Transport Strategy for the South East
Figure 2.10 Commuting from the South East area to Greater London
Residents travelling to Greater London: 10 – 100 100 – 250 250 – 500 500 – 750 750 – 1,000 1,000 – 2,000 2,000 – 2,500 Greater London
Contains Census 2011, Journeys to work at MSOA level
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. Our Area The South East’s relationship with London 31
Figure 2.11 Commuting from Greater London to the South East area
Workers travelling from London to the TfSE area: 10 – 100 100 – 250 250 – 500 500 – 750 750 – 1,000 1,000 – 2,000 2,000 – 2,500 Greater London
Contains Census 2011, Journeys to work at MSOA level
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 32 Transport Strategy for the South East
Commuting from London Other Socio-economic Trends 18 London School of Economics “Impact of to the South East 2.32 In addition to commuting, there are outwards migration on the South East” (2018), 2.31 Figure 2.11 shows the number of employees strong socioeconomic ties between http://www.lse.ac.uk/ commuting from Greater London to the the South East and London that drives News/Latest-news- Transport for the South East area. Over significant development in housing and from-LSE/2018/01- January-2018/ two thirds of these trips are by car (67%). employment on London’s periphery. Ripple-effect-of- Generally, the areas within the Transport London-out-migration, 2.33 London is a strong attractor of talent for the South East area with the highest Accessed August 2019. from across the whole country, meaning number of employees commuting out most areas in the country experience from Greater London are located on the a net-migration flow towards London. boundary with Outer London. These In the South East, however, this trend include Slough, Elmbridge, Epsom/ is more complex. While many people Ewell, Redhill/Reigate and Dartford. are drawn from the South East to move However, there are clusters further from to the capital, a significant number the boundary with a higher number of people are moving in the opposite of employees commuting out from direction in search of more affordable Greater London. Notably around Reading, housing and a better quality of life. This Maidenhead, Bracknell, Blackwater Valley, ‘ripple effect’ has been attributed to tight Woking, Guilford, Crawley/Gatwick and planning constraints in building new Sevenoaks. These are locations where homes in outer London18. there is a concentration of economic activity sectors such as professional 2.34 This trend is expected to continue for services, finance and IT. This may explain the foreseeable future as employment why these areas have high commuting in London continues to grow faster levels from London. than housing provision. Some targeted transport improvements – such as a Crossrail extension into Ebbsfleet – could further encourage Londoners to move to the South East and benefit from the high-quality transport links it offers. Our Area Policy context 33
19 Transport for the National policy context National Environmental Policy: South East “Strategic Policy • The 25-Year Environmental Plan: A Policy Context” 2.35 Policy at a national level is developed by (October 2019). Green Future: Our 25 Year Plan to government departments and delivered Improve the Environment (DEFRA, context by those departments or through January 2018); government agencies and arms-length • Road to Zero Strategy (DfT, July 2018); bodies. A more detailed exploration of • Air Quality Plan (DEFRA, July 2017); the policy context for the draft Transport • Clean Air Strategy (DEFRA, January Strategy is contained in the “Strategic 2019); and Policy Context” Report19, which is • The Climate Change Act 2008 (as published alongside this Transport amended in August 2019), which sets Strategy. The key documents and a national target of zero net carbon considerations include: emissions by 2050. National Transport Policy: National Social Policy: • Transport Investment Strategy (DfT, • The Housing White Paper (MHCLG, July 2017); February 2017), including the Housing • The Draft Road Investment Strategy 2 Infrastructure Fund; (DfT, October 2018); • The Coastal Communities Fund and • High-Level Output Specification for Coastal Revival Fund; and Control Period 7 (Network Rail, July • The Inclusive Transport Strategy (DfT, 2017); and July 2018). • Long-Term Planning Process Strategy documents (Network Rail).
National Planning Policy: • The revised National Planning Policy Framework (MHCLG, February 2019); • The NPS for National Networks (DfT, December 2014); • The NPS for Ports (DfT, January 2012); and • The NPS for Airports (DfT, June 2018). National Economic Policy: • The Industrial Strategy White Paper (BEIS, November 2017), including consideration of Industrial Strategy Sector Deals • Clean Growth Strategy (HM Government, October 2017) 34 Transport Strategy for the South East
Regional policy context 2.38 The key documents published at a Local Policy Context 20 Borough and district councils also include regional level include: 2.36 Responsibility for developing regional 2.39 Local Transport Policy is developed two city councils (Canterbury and economic and transport policy is Regional Transport Policy: and delivered by the 16 Local Transport Winchester). currently shared between: • Highways England’s Route Strategies Authorities in the Transport for the South (Highways England, April 2015); East area. Some of these authorities are • Highways England, which prioritises • Network Rail Passenger Market Studies Unitary Authorities, and, as such, are investment on the Strategic Road (Network Rail, various dates); also Local Planning Authorities. In areas Network in the South East; • Network Rail Freight Market Study governed by County Councils, Local Plans • Network Rail, which prioritises (Network Rail, April 2017); and are developed by 46 borough and district investment on the railway network in • Network Rail Local Studies (Network councils20 which are Local Planning the South East; and Rail, various dates). Authorities in their areas. The Local Plans • Five Local Enterprise Partnerships developed by these planning authorities (Enterprise M3, Coast to Capital, Regional Economic Policy: provide much of the development Solent, South East, and Thames Valley • Strategic Economic Plans (Local evidence base that has underpinned the Berkshire), which set the strategic Enterprise Partnerships, 2014); and development of the Transport Strategy. economic priorities for their areas. • Local Industrial Strategies (Local Enterprise Partnerships, under 2.40 The key documents published at a local 2.37 It is envisaged that this Transport development). level include: Strategy will form an important part of the regional policy framework for the • Local Transport Plans; and South East. • Local Plans. Our Area The South East’s transport networks 35
21 Transport for the Key transport patterns Future transport patterns South East / Steer The South “Scenario Forecasting 2.41 In 2018 it is estimated that there were 2.45 The Department for Transport’s National Technical Report” (October 2019). 20.9 million trips each weekday in the Trip End Model forecasts that the number East’s South East. It is estimated that 80% of of weekday trips taking place in the 22 Ibid. these trips started and finished within South East will grow by approximately 23 Rail passenger transport the South East area. The remaining trips 15% to 24.0 million trips by 2050.24 This is numbers and start from or finish outside the South driven by a growing population (which crowding on weekdays networks in major cities in East (10% involve London and 10% involve is forecast to reach approximately 8.4 England and Wales: other parts of the country).21 million by the same date) and growing 2017 (Department productivity and wealth. for Transport, 2018) 2.42 The split of trips by mode is estimated https://assets. 2.46 publishing.service. as follows: This growth in the number of trips gov.uk/government/ represents an ‘unconstrained’ outcome • 70% of trips are by car (driver and uploads/system/ and is neither realistic nor sustainable. uploads/attachment_ passenger); As Figure 2.13 shows, this growth would data/file/728526/ • 21% of trips are by foot or cycle; rail-passengers- add pressure on some of the busiest • 5% of trips are by bus or taxi; and crowding-2017.pdf corridors in the South East area and (Page 10) Termini • 4% of trips are by rail. included are London exacerbate congestion across the whole Bridge, London Victoria 2.43 As walking and cycling trips tend to be of the South East. These outcomes risk and London Waterloo. much shorter than rail trips, the mode limiting the development and economic Accessed August 2019 share by passenger kilometres is higher potential of the South East area. The 24 Transport for the for rail and lower for foot and cycle.21 Transport Strategy therefore focuses on South East / Steer alternative, more sustainable approaches “Scenario Forecasting 2.44 As Figure 2.12 shows, current transport Technical Report” to transport planning as a means of demand represents significant (October 2019). accommodating and, in the long-term, challenges for the transport network. managing future demand. This is why Significant parts of the highway network a Scenario based approach has been experience severe congestion during adopted in designing this Transport peak hours, while 1 in 5 passengers Strategy. travelling to London from the South East (and South London) are standing on arrival at termini stations (nearly 3 in 10 at Waterloo).23 36 Transport Strategy for the South East
Figure 2.12 Current congestion challenges in the South East area
Congestion AM peak as % of night time speed: <40% 40% – 60% 60% – 80% 80% – 100%
Contains Pitney Bowes: Speed Profiles Night 10:00 – 04:00
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. Our Area The South East’s transport networks 37
Figure 2.13 Forecast growth in road traffic in the South East area (based on DfT forecasts up to 2050)
Forecast of growth: % difference in flow (2018 – 2050): >30% 20% – 30% <20%
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 38 Transport Strategy for the South East
Key corridors 2.48 The strategic corridors, which are Inner Orbital Corridors grouped into five areas, are : • M25 (Dartford – Slough); 2.47 The South East is served by a relatively dense network of highways and railways. South East Radial Corridors • A228/A249/A278/A289/Chatham Main It is also home to some of the largest • M2/A2/Chatham Main Line (Dartford – Line/Sheerness Line (Medway Ports); international gateways in the United Dover); • A228/A229/Medway Valley Line Kingdom. This Transport Strategy is • A28/A299/Chatham Main Line (Maidstone – Medway Towns); designed to focus on multi-modal (Faversham – Ramsgate); strategic transport corridors, as shown in • Redhill – Tonbridge Line/South Eastern Figure 2.2. • M20/A20/High Speed 1/South Eastern Main Line (Ashford – Redhill) Main Line (Dover – Sidcup); • A25/North Downs Line (Guildford – • A21/Hastings Line (Hastings – Redhill); Sevenoaks); • A31/A322/A329/A331/North Downs Line South Central Radial Corridors (Reading – Redhill); • A22/A264/Oxted Line (Crawley – Outer Orbital Corridors Eastbourne); • A28/A290/A291 (Canterbury – • M23/A23/Brighton Main Line (Brighton Whitstable); – Coulsdon); • A27/A259/A2070/East Coastway Line/ • A24/A264/A29/Arun Valley Line Marshlink Line (Ashford – Brighton); (Crawley – Fontwell); and South West Radial Corridors • M27/A27/A31/West Coastway Line/East • A3/A27/M275/Portsmouth Direct Line Coastway Line (Brighton – Ringwood). (Portsmouth – Surbiton); 2.49 Alongside these corridors there is an • M3/M27/M271/A33/A326/South Western important network of local roads (notably Main Line (Southampton – Sunbury); the Major Road Network, which is shown alongside the Strategic Road Network • A33/Basingstoke – Reading Line in Figure 2.14), that support inter-urban (Basingstoke – Reading); and local journeys. Each corridor and • A34/South Western Main Line/ transport mode have diverse challenges Basingstoke – Reading Line (Reading – and opportunities. This Transport Winchester); Strategy does not seek to prescribe a solution to each individual corridor. • A36/Wessex Main Line (New Forest); However, it does examine thematic • A303/West of England Main Line Journey Types, which are described in (Andover – Basingstoke); more detail in Section 3. • M4/Great Western Main Line/Reading – Taunton Line (Newbury – Slough); Our Area The South East’s transport networks 39
2.50 These Journey Types, which are shown in Figure 2.15: The six journey types Figure 2.15, are illustrated right.
2.51 The remainder of this section describes the current configuration of the South East area’s transport network and the challenges it faces. This is structured along the lines of transport mode.
Long-distance radial Long-distance orbital and Medium-distance journeys coastal journeys inter-urban journeys
Short-distance local International Gateways and Future journeys journeys freight journeys (based on emerging technologies and business models). 40 Transport Strategy for the South East
Highways 2.55 The South East’s orbital Strategic Road of new technology are shared equitably Network is much sparser than its radial between prosperous and more deprived 2.52 The South East is served by a mostly routes, particularly between the M20 parts of the South East area, as well as radial Strategic Road Network – and A3 corridors. This places significant between urban and more rural areas. managed by Highways England – that pressure on the parts of the M25 and radiates from the M25 London Orbital A27 corridors that lie to the north and motorway towards the coastline and south of Gatwick Airport. The Major Road West of England. These radial routes Network therefore supports a significant are complemented by two main orbital portion of inter-urban traffic on the South routes (the M25 and M27/A27). The A27, East area’s east – west corridors. There in particular, is built to a much lower are hotspots of congestion and poor specification than the M25 and most reliability across these orbital corridors. radial routes in the South East. 2.56 The highway network serves a very large 2.53 The Strategic Road Network is portion of local journeys in the South complemented by a Major Road Network, East. These range from urban corridors which is managed by the South East that connect residents to economic hubs area’s Local Transport Authorities. This such as Brighton City Centre, through to network serves a wide range of journey rural roads that connect more remote types – from first/last mile to relatively communities to the wider economy long-distance trips. A map of the and transport network. Each route faces Strategic and Major Road Networks is unique challenges related to capacity, provided in Figure 2.14. connectivity and reliability. There are 2.54 The South East’s radial Strategic Road opportunities for many of these routes, Network generally provides an adequate particularly those serving urban areas, to level of connectivity (with a possible look again at the balance of road space exception on the A21 corridor) but provided to private cars, public transport, regularly suffers from congestion. As and active transport modes. Figure 2.12 shows, congestion is particularly 2.57 The highway network will be a key acute on the M25 and routes close to enabler for future mobility technologies London. There is limited scope to expand such as ride sharing, connected and capacity on these corridors, which autonomous vehicles, and demand suggests a future Transport Strategy management systems. The Transport will need to consider a broader range Strategy will need to balance the of interventions – potentially including opportunities these technological demand management policies – to advancements present with the social accommodate future growth on these and environmental needs of the South corridors. East area and ensure that the benefits Our Area The South East’s transport networks 41
Figure 2.14 The Strategic Road Network and Major Road Network in the South East area
MRN SRN
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 42 Transport Strategy for the South East
Railways into East Sussex, in the longer term. 2.63 The Government has announced a review that will consider forms to the current 2.58 The South East has one of the densest 2.61 Most of the railway network is electrified governance of passenger rail services railway networks in the United Kingdom using third rail traction. This offers many in Great Britain. Transport for the South outside London. In the main it provides benefits, not least to the environment as East has participated in this review and good connectivity to Central London electric railways typically generate lower looks forward to its outcomes, which may through relatively fast and regular radial carbon emissions and lower localised air include greater involvement in the future routes, although some corridors (e.g. pollution than diesel railways. However, planning for the development of the rail Hastings Line) do not perform as well it presents a barrier in other ways. There network in the South East. as others. As with the highway network, are gaps in the electrified network that orbital corridors are less well served by prevent through running of electric train the railway network. A map of the railway services on east – west routes. The third network is shown in Figure 2.16. rail generally delivers lower acceleration and maximum speeds compared to 2.59 The network was developed relatively Overhead Line Equipment. The third rail early in the technological development also presents a barrier to expansion, as of the railways. This means many routes safety regulations potentially limit the were developed at a time when the extent this technology can be used to ‘in- economic geography of the South East fill’ gaps in electrification on the current area was different to how it is configured railway network. The Great Western Main today. It also means many routes were Line has been recently upgraded to developed to standards that fall short Overhead Line Equipment, which, along of modern expectations. Some cross- with new rolling stock on this route, has regional routes were closed when the enabled a decrease in emissions and railway network was rationalised in the improvements in air quality and noise 1960s. impacts on this corridor. 2.60 The South East is home to the United 2.62 The most pressing challenge for the rail Kingdom’s first and (currently) only network in future years relates to capacity, interoperable high-speed railway (as especially on radial routes into London. defined under EU regulations) – High More capacity is needed on most radial Speed 1. This railway provides both railway corridors in the South East area domestic and international high-speed (some more so than others). Capacity can services that can theoretically operate be delivered through investing in rolling at a maximum speed of 300kmph stock, track, junctions, signalling, and (186mph). Domestic high-speed services platforms (particularly at London termini). currently serve a significant number of All of these would require significant communities in Kent. There is potential to investment and long-term planning to expand these services further, potentially deliver. Our Area The South East’s transport networks 43
Figure 2.16 The passenger railway network in the South East area
Railway station Railway line
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 44 Transport Strategy for the South East
International The Port of The Port of Shoreham, London Thamesport, 25 Department for Southampton, which is which is managed by the which is operated by the Transport, “UK Major gateways operated by Associated Shoreham Port Authority Hutchison Ports Group. Port Freight Traffic British Ports and and, in 2018, handled 2.1 This port has one of the (Table PORT0301)”, 2.64 The South East handles the highest million tonnes of (mostly UK’s first automated https://www.gov.uk/ is the gateway to tonnage of freight in aggregate)25, almost all container terminals. In government/statistical- Mainland Europe. the South East. In 2018 by dry bulk. 2017, this port carried data-sets/port-and- around 34.5 million approximately 4 million domestic-waterborne- As such, it has some tonnes passed through tonnes of freight28. This freight-statistics-port, of the largest ports this port25. Liquid bulk The Port of port does not serve accessed August 2019. accounted for more than Newhaven, which passengers. in the country, 26 half of freight handled is operated by Department for including: by this port in 201826. Newhaven Port and Transport, “UK Port Freight Statistics” Southampton also Properties Limited. The Medway Ports. (2018), https://assets. served 1.6 million cruise In 2018, this port These include publishing.service. passengers in 2017.27 carried 0.7 million Sheerness Port, 25 gov.uk/government/ tonnes of freight which is located on uploads/system/ and 0.4 million the eastern side of Portsmouth 27 uploads/attachment_ passengers. the Medway Estuary, International Port, data/file/826446/port- and Chatham Port, which is managed by freight-statistics-2018. which is located on the Portsmouth City Council. The Port of Dover, which pdf, accessed southern side. These In 2018 this port handled is managed by the Dover September 2019. ports are managed 3.4 million tonnes of Harbour Board and is 27 25 by Peel Ports. In 2018, Department for freight (three-quarters the largest Roll-on- 26 10.2 million tonnes26 Transport, “Sea by Ro-Ro ) and 1.8 Roll-off (Ro-Ro) port in 29 passed through this Passenger Statistics million passengers . the world. In 2018, 24.9 port, mostly by dry (Table SPAS0101)” The Port also acts as an million tonnes25 passed and liquid bulk25. (2018), https://www. important military base through this port, almost This port does not gov.uk/government/ for the Royal Navy. all by Ro-Ro26. 11.8 million serve passengers. collections/maritime- passengers used the and-shipping-statistics, Port of Dover in 201827. accessed September 2019.
28 Thamesport “UK Ports statistics” (2019), http://uk-ports.org/ thamesport/, accessed August 2019.
29 Department for Transport “Channel Tunnel: traffic to and from Europe, annual from 1994 (Table TSGB0607)”, (2018), accessed September 2019 Our Area The South East’s transport networks 45
30 Civil Aviation 2.65 The South East is the home of the Southampton Airport, London Heathrow Gatwick Airport, Authority “Airport which carried just under Airport, which is which is the second Data (Table 01 – Size country’s only rail link to the continent – 2 million passengers in the second busiest busiest airport in the of UK Airports)” (2018) the Channel Tunnel. This key international 2018 and serves over 40 international airport in country and the busiest https://www.caa.co.uk/ gateway can be accessed by road at the destinations32. the world, with over 80 single-runway airport Data-and-analysis/ million passengers in in the world, with over UK-aviation-market/ Eurotunnel Folkestone Terminal and 201830. This airport lies 46 million passengers Airports/Datasets/UK- by accessing international passenger on the border of Greater in 201830. This airport Airport-data/Airport- rail services at Ashford International, London and the South supports a cluster data-2018/, accessed East. It is set to grow of businesses in the Farnborough September 2019. Ebbsfleet International, and St Pancras significantly as a third “Gatwick Diamond”. It Airport, which is International railway stations (the latter runway is developed to serves as a particularly 31 one of the largest Gatwick Airport, the north west of the important gateway to being in London). This international General Aviation “Gatwick Airport current site. This airport continental Europe. airports in the Masterplan” (2019) gateway is technically a land border will therefore continue to The airport has recently country, with https://www. between the United Kingdom and have a significant impact published a Masterplan, reportedly over gatwickairport. on the economy of the which seeks to use its France. In 2017, the Channel Tunnel 30,000 air traffic com/globalassets/ South East. emergency runway to movements in business--community/ carried 20.7 million passengers, 4.2 increase the number of 201833. growing-gatwick/ million vehicles, and 1.2 million freight flights31. master-plan-2019/ 34 gatwick-master- tonnes (by through train) . plan-2019.pdf, accessed 2.66 August 2019. The South East is home to some of the busiest airports in the country. 32 Source: Southampton Airport Statistics These include: (Southampton Airport, 2018) https://www. southamptonairport. com/about-us/facts- figures/, accessed August 2019.
33 AIN Online “Farnborough Airport Sets Traffic Record in 2018”, https://www. ainonline.com/aviation- news/business- aviation/2019-01-19/ farnborough-airport- sets-traffic-record-2018, accessed September 2019.
*Other airports, including Biggin Hill and Shoreham Airports, which also serve the general aviation market. 46 Transport Strategy for the South East
2.67 The South East’s highways and railways Walking and Cycling 2.71 In general, many of the long distance provide important connectivity to these footpath and cycle routes in the South 2.69 The South East is a popular location for international gateways, not just for East appear to be better suited to leisure walking and cycling. It is home residents and businesses in the South supporting leisure journeys (e.g. longer to several nationally important long- East, but also for London and the rest coastal routes) rather than connecting distance footpaths and many National of the United Kingdom (and, indeed, large population centres together. There Cycle Network routes, which are shown in Ireland). At times, the South East area’s are some notable gaps in the National Figure 2.17. Its cycle network also includes highways network can be adversely Cycle Network (e.g. West Kent and the London – Paris “Avenue Verte” affected by border and transport Thanet) and the quality of cycle routes international cycle route. operations on both sides of the English varies enormously across the network. Channel. 2.70 It is estimated that more than a fifth While some sections are well surfaced of journeys in the South East area are and clearly lit, many other sections are 2.68 It is therefore critically important that currently undertaken by walking and unsuitable for night-time journeys and/ Transport for the South East ensures cycling. Most urban areas in the South or would be hazardous to use in poor the South East’s transport network East are well served by footpaths and weather. Furthermore, some Major continues to serve these gateways as (increasingly) cycleways that are designed Economic Hubs are not served by best as possible and facilitate trade and to support these journeys. However, as the National Cycle Network at all (for tourism. This is particularly important Figure 2.17 shows, the proportion of people example, the Blackwater Valley). This as the country moves to new trading cycling by local authority district varies suggests there is scope to further expand relationships with the European Union. significantly across the South East area. walking and cycling infrastructure to In general, cycling rates are higher in encourage more sustainable forms Brighton and Hove, West Sussex and of transport, particularly within and Surrey (particularly Elmbridge) and lower between the larger urban areas in the in East Sussex, the Isle of Wight, western South East. parts of Kent, and Medway. Walking rates are generally more consistent across the South East area. Our Area The South East’s transport networks 47
Figure 2.17 The walking and cycling network in the South East area
National trail National Cycle Route % of residents who cycle once a week or more: <5% 5% – 10% 10% – 15% 15% – 20% >20%
Contains Natural England, Sustrans,Department for Transport 2017–18
Base map data © OpenStreetMap contributors, Contains OS data © Crown copyright and database right (2019). Cartography by Steer 2019. 48 Transport Strategy for the South East
Integration 2.73 The South East’s planning framework is 34 There are also 11 Unitary Authorities also relatively complex and fragmented. 2.72 The South East’s transport network in the South East, Most of the South East area is governed which are single-tier and transport planning framework through two-tier structures where authorities that are faces several integration challenges. responsible for both transport planning responsibilities are These challenges are driven by the transport and spatial delivered through County Councils planning in their areas. current lack of integration between and spatial planning responsibilities road and rail investment programmes, are exercised by borough and district the fragmentation of public transport councils34. The five Local Enterprise provision, and limitations that Partnerships are also responsible for competition law place on the ability for promoting economic development. independent operators to collaborate. In This fragmented arrangement presents some places, particularly historic centres, a significant barrier to developing there are also physical constraints coherent, integrated, long-term plans in preventing the creation of high-quality the South East. Looking further ahead, integrated public transport hubs. The there may be opportunities for better consequences of these barriers mean: alignment of transport planning with the • There are difficulties in providing energy and digital sectors. This Transport multimodal interchanges that Strategy seeks to set out the benefits of support housing and employment better integrated economic, spatial and development; transport planning for the South East. • it is difficult for transport operators to provide multi-modal/multi-operator tickets for passengers travelling across operational boundaries and different modes; • it is difficult for transport operators to co-ordinate timetables and share information to provide a consistent travel experience for passengers; and • there are several examples where bus hubs are located some distance from rail hubs, which undermines the quality of interchange between different public transport modes. Our Area The South East’s transport networks 49
Conclusions In this section we have highlighted the key characteristics of the South East area and described some of the challenges it currently faces. This has provided a compelling case for the need for this Transport Strategy and long-term investment plan for the area. In the following section we set out our vision, goals and priorities for the South East and describe the five key principles we have adopted to develop this Transport Strategy. 50 Transport Strategy for the South East 51
Chapter 3 Our Vision, Goals and Priorities 52 Transport Strategy for the South East
Introduction Introduction 3.1 This section describes the outcomes that Transport for the South East and its partners and stakeholders wish to realise by 2050. It is structured as follows; • First, it sets a Vision Statement for the South East in 2050. This vision, which has been developed by Transport for the South East in partnership with constituent authorities and key stakeholders, articulates a ‘Preferred Future’ for the South East area. • Second, it outlines three Strategic Goals for the South East area. These align with the three pillars of Sustainable Development: economic, social and environmental. • Third, it describes fifteen Strategic Priorities that will help the South East area to achieve the Strategic Goals.
3.2 The relationship between the vision, the strategic goals, and the strategic priorities is shown in Figure 3.1. The next part of this section describes each of these in more detail. Our Vision, Goals and Priorities Strategic Vision, Goals and Priorities 53
Strategic Vision Statement 3.3 The vision statement, which sets out the 3.4 Transport for the South East’s 2050 overall direction of the Transport Strategy, vision for the South East area is: Vision, forms the basis of the goals and priorities that underpin it. These goals and Goals and priorities help to translate the vision into Priorities more targeted and tangible actions.
By 2050, the South East of England will be a leading global region for net-zero carbon, sustainable economic growth where integrated transport, digital and energy networks have delivered a step-change in connectivity and environmental quality. A high-quality, reliable, safe and accessible transport network will offer seamless door- to-door journeys enabling our businesses to compete and trade more effectively in the global marketplace and giving our residents and visitors the highest quality of life. 54 Transport Strategy for the South East
Figure 3.1 Transport for the South East’s Vision, Strategic Goals and Strategic Priorities
Strategic Vision Strategic Goals
By 2050, the South East of England will be a leading global region for net-zero Economic Social Environmental carbon, sustainable economic Improve productivity and attract Improve health, safety, wellbeing, Protect and enhance the South investment to grow our economy quality of life, and access to East’s unique natural and historic growth where integrated and better compete in the global opportunities for everyone. environment. transport, digital and energy marketplace. networks have delivered a Strategic Priorities step-change in connectivity • Better connectivity between our • A network that promotes active • A reduction in carbon emissions to and environmental quality. major economic hubs, international travel and active lifestyles to improve net zero by 2050 and minimise the gateways (ports, airports and rail our health and wellbeing. contribution of transport and travel A high-quality, reliable, safe terminals) and their markets. to climate change. • Improved air quality supported by and accessible transport • More reliable journeys for people initiatives to reduce congestion and • A reduction in the need to travel, and goods travelling between encourage further shifts to public particularly by private car, to reduce network will offer seamless the South East’s major economic transport. the impact of transport on people door-to-door journeys hubs and to and from international and the environment. gateways . • An affordable, accessible transport enabling our businesses to network for all that promotes social • A transport network that protects • A transport network that is more inclusion and reduces barriers to and enhances our natural, built compete and trade more resilient to incidents, extreme employment, learning, social, leisure, and historic environments. weather and the impacts of a physical and cultural activity. effectively in the global changing climate. • Use of the principle of ‘biodiversity • A seamless, integrated transport net gain’ in all transport initiatives. marketplace and giving our • A new approach to planning network with passengers at its that helps our partners across the heart, making journey planning, • Minimisation of transport’s residents and visitors the South East meet future housing, paying for, using and interchanging consumption of resources and highest quality of life. employment and regeneration between different forms of transport energy. needs sustainably. simpler and easier.
• A ‘smart’ transport network that • A safely planned, delivered and uses digital technology to manage operated transport network with transport demand, encourage no fatalities or serious injuries among shared transport and make more transport users, workforce or the efficient use of our roads and wider public. railways. Our Vision, Goals and Priorities StrategicVision,Goals and Priorities 55
Strategic Goals access to high-quality, affordable Figure 3.2 Strategic Goals homes. Ultimately, addressing these 3.5 The vision statement is underpinned by will lead to a higher quality of life for all three strategic goals, which align to the residents of the South East area. three pillars of sustainable development • The South East area has many rich and are shown in Figure 3.2: environmental assets. The South East • Economic: Improve productivity is home to two National Parks, seven Economic
and attract investment to grow our Areas of Outstanding Natural Beauty, Improve productivity to economy and better compete in the an environmentally sensitive coastline, grow our economy and global marketplace; and multiple historic monuments better compete in the global marketplace. • Social: Improve health, safety, and conservation areas. Any wellbeing, quality of life, and access to intervention in the South East area’s opportunities for everyone; and transport networks must ensure this • Environmental: Protect and enhance environment is protected and, where the South East’s unique natural and possible, enhanced. Social Environmental historic environment. Improve health, and Protect and enhance 3.7 In some cases, these goals are mutually wellbeing, safety, the South East’s unique 3.6 The three pillars of sustainable supportive. For example, improving the quality of life, and natural, built and development should be viewed in the environment through focussing on air access to opportunities historic environment for everyone. and tackle climate context of the South East’s existing quality will also have the social benefit of change together. characteristics set out in Section 2: improving health outcomes for residents. In other instances, however, these • The area is perhaps best known for goals are often in conflict. For example, its strong economic foundations. unconstrained economic growth has This is the most easily quantifiable the potential to harm the environment of these goals to measure. However, by allowing growth in emissions and the future economic growth must not degradation of environmentally sensitive come at the expense of the natural areas. environment. • Despite this prosperity, the South East area faces many social challenges. It is home to some of the most deprived areas of the country, particularly in coastal regions. Addressing this issue will be challenging, but possible if future development is carefully managed. The South East area also suffers from unsustainably high house prices in many areas, which limits 56 Transport Strategy for the South East
Strategic Priorities 3.8 Beneath each of the strategic goals lies Environmental Strategic priorities: a set of fifteen strategic priorities. These Social Strategic priorities: • A reduction in carbon emissions to priorities narrow the scope of the goals • A network that promotes active travel net zero by 2050 to minimise the to mechanisms and outcomes that will and active lifestyles to improve our contribution of transport and travel to be most important to effectively deliver health and wellbeing. climate change. its vision. They are designed to be narrow • Improved air quality supported by • A reduction in the need to travel, enough to give clear direction but also initiatives to reduce congestion and particularly by private car, to reduce broad enough to meet multiple goals. encourage further shifts to public transport. the impact of transport on people and 3.9 The Strategic priorities are as follows: • An affordable, accessible transport the environment. • A transport network that protects and network for all that promotes social enhances our natural, built and historic inclusion and reduces barriers to employment, learning, social, leisure, environments. • Use of the principle of ‘biodiversity net Economic Strategic priorities: physical and cultural activity. gain’ in all transport initiatives. • Better connectivity between our major • A seamless, integrated transport • Minimisation of transport’s economic hubs, international gateways network with passengers at its heart, consumption of resources and energy. (ports, airports and rail terminals) and making journey planning, paying for, using and interchanging between their markets. 3.10 Figure 3.1 shows each of the strategic • More reliable journeys for people and different forms of transport simpler priorities grouped beneath the strategic goods travelling between the South and easier. goals. This is a useful organising principle East’s major economic hubs and to • A safely planned, delivered and and makes it easier to understand and from international gateways. operated transport network with no broadly where these priorities are • A more resilient transport network to fatalities or serious injuries among focussed. That said, the reality is that incidents, extreme weather and the transport users, workforce or the wider many of the strategic priorities address impacts of a changing climate. public. several of the goals. For example, the • More integrated land use and strategic priority to build “a network transport planning that helps our that promotes active travel and active partners across the South East meet lifestyles to improve our health and future housing, employment and wellbeing” clearly supports the social regeneration needs sustainably. goal through improved healthcare • A ‘smart’ transport network that outcomes and will also help to achieve uses digital technology to manage the environmental goal by encouraging transport demand, encourage shared people to walk and cycle. transport and make more efficient use of our roads and railways. Our Vision, Goals and Priorities Applying the Vision, Goals and Priorities 57
Achieving key outcomes 3.14 The key principles that have applied in Applying the this process are as follows: 3.11 The Vision Statement, Strategic Goals and Strategic Priorities outlined above • supporting sustainable economic Vision, Goals describe the outcomes that Transport growth, but not at any cost; and Priorities for the South East and its partners and • achieving environmental sustainability; stakeholders wish to realise by 2050. The • planning for successful places; remaining part of this Transport Strategy • putting the user at the heart of the sets out how these outcomes will be transport system; and delivered. • planning regionally for the short, medium and long term. 3.12 As described in Section 2 (paragraph 2.50), Transport for the South East has 3.15 Each principle is described in detail in the identified six thematic journey types, next part of this section. The relationship which are shown in Figure 2.15. between these principles and the journey types is shown in 3.13 Transport for the South East has Figure 3.3. developed a framework that applies a set of principles to identify strategic issues and opportunities for each journey type in the South East. 58 Transport Strategy for the South East
Figure 3.3 Five principles and six journey types
Supporting sustainable economic growth, but not at any cost
Achieving environmental sustainability
Planning for successful places
Putting the user at the heart of the transport system
Planning Regionally for the Short, Medium and Long Term Radial journeys journeys Orbital and coastal Inter-urban journeys journeysLocal and freight journeys GatewaysInternational Future journeys Our Vision, Goals and Priorities Applying the Vision, Goals and Priorities 59
Supporting sustainable economic 3.18 This Transport Strategy strongly supports nonetheless critical. growth, but not at any cost sustainable economic growth which 3.20 There are several clear and practical seeks to achieve a balance with social and 3.16 Economic growth, if properly managed, ramifications of this approach. For environmental outcomes. This means can significantly improve quality of example, spatial planning and transport economic growth must be viewed as life and wellbeing. Stronger economic planning must become more closely a means to improving the long-term growth means more jobs, wider integrated, ensuring that future quality of life for residents of the South prosperity, better opportunities and development occurs in locations close East, rather than an end in itself. There services, and a higher quality of life to jobs and opportunities. This approach are areas of the Transport Strategy that for residents. It delivers much needed ensures that people are able to travel focus explicitly on encouraging economic additional housing and employment shorter distances to reach economic growth. However, where it does so, it opportunities and helps improve the opportunities, which helps lower the also considers the potential social and productivity and well-being of the South environmental impacts of doing so. environmental consequences this may East. Much of this new housing and Where people still need to travel longer bring. Ultimately this reflects the overall employment development is directly distances, better provision of sustainable vision of this document, and the strategic dependent on the delivery of adequate transport options should be provided goals which lie beneath it. transport networks and services. This is to encourage less dependency on the why an integrated approach to spatial private car. Better integration of different Achieving environmental and transport planning is essential to transport modes (for example, through sustainability achieve sustainable economic growth. initiatives such as ‘Park and Ride’) will 3.19 Transport for the South East strongly help people easily make multi-modal 3.17 However, without careful management, believes the South East must reach journeys and access economic hubs, such unconstrainted economic growth a point where future economic as city centres, without needing to rely on can have damaging consequences or growth is decoupled from damaging the private car. side-effects. For example, increases in environmental consequences. This will be trade flows can lead to a rise in traffic 3.21 All these approaches will help ensure challenging, but against a background congestion and associated emissions of that the Transport Strategy provides of global climate change and worsening greenhouse gasses and a decrease in a transport network that is more local environmental quality (as evidenced, local air quality, with significant adverse sustainable but does not limit future for instance, by Air Quality Management impacts on climate change and human economic growth. Areas within the South East), this goal is health. 60 Transport Strategy for the South East
Figure 3.4 The Movement and Place Framework
Motorways are Movement corridors Vibrant streets have Local streets are Places for people strategicy significant provide safe, reliable a high demand for part of the fabric are streets with high roads that move people and efficient movement movement as well of the surburban demand for activities and goods rapidly over of people and goods as place with need neighbourhood and lower levels of long distances. between regions and to balance different where we live our lives vehicle movement. strategic centres. demands within and facilitate local They create places available road space. community access. people enjoy, attract visitors, and are places communities value. Our Vision, Goals and Priorities Applying the Vision, Goals and Priorities 61
Planning for successful places
3.22 This Transport Strategy envisages 3.25 By contrast, sections of the transport a South East where villages, towns network with a high ‘link’ function must and cities thrive as successful places, allow journeys to move as efficiently as where people can live and work with possible down them. Motorways are the the highest quality of life. Transport best example of this function, as these networks that simply aim to provide the roads enable high volumes of traffic to most efficient means of moving along move through corridors as quickly as a corridor have the potential to have a possible while minimising contact with wide range of damaging consequences, vulnerable users such as pedestrians and particularly socially and environmentally. cyclists. The transport network therefore has 3.26 In an ideal transport network, high competing, dual priorities. On the one speed and low speed components of the hand it must ensure that people can network should be clearly segregated efficiently and easily move from one from each other. For example, it is more place to another. On the other hand, appropriate for long distance rail services however, it must also ensure that ‘places’ to use high speed railways (such as High are protected and even enhanced. Speed 1) while stopping services should 3.23 The best way to ensure that this occurs focus on slower corridors. Similarly, is to develop a transport network that pedestrians and cyclists should be considers both ‘place’ and ‘link’ functions. kept far away from the Strategic Road Some parts of the transport network Network and other high-volume roads. are designed to fulfil ‘link’ roles while 3.27 The most optimal transport network is other parts contribute more to a sense one where traffic flows are aligned to of ‘place’. A diagram illustrating the their link function, and where conflicts difference between these functions is between user types are minimised to provided in Figure 3.4. ensure the efficient and safe operation of 3.24 Areas with high ‘place’ functions are the transport network. areas such as town and city centres where ‘active’ modes, such as walking and cycling, should be prioritised over faster modes of transport. This will help to preserve the environmental quality of these places, ultimately ensuring that they fulfil their role as the focus of their communities. 62 Transport Strategy for the South East
3.28 Putting the user at the heart of the transport system
3.29 This Transport Strategy envisages a 3.32 It is recognised that, in a highly 3.34 Pricing mechanism could be used to transport network – particularly a public fragmented industry, there are significant incentivise travel at less busy times or transport and rail network – that places barriers to promoting integration. by more sustainable modes, or there is the passenger and freight user at the However, one of the roles a Sub-national the potential to charge a premium if you heart of it. This approach mirrors the Transport Body can undertake is to travel at busier ‘peak’ times (e.g. similar philosophy adopted by the Williams support the development of pan-regional to train travel, flights, and Uber), on more Rail Review, which seeks to place the smart-card systems (as is currently being congested routes, by yourself, by more passenger at the heart of the passenger developed by Transport for the North). heavily polluting means, with options for rail industry. While this specific initiative may not be road freight. the right solution for the South East, it 3.30 This approach seeks to understand demonstrates the role a regional body why people make journeys and why such as Transport for the South East they choose between different modes, can play in fostering better integration routes, and times to travel. It also seeks between transport geographies and to understand the whole-journey modes. ‘Mobility as a Service’ is, however, experience, from origin to destination one such option – a model whereby rather than just a part of the whole consumers have a ‘bundle’ of travel journey. or ‘mobility’ across multiple modes of 3.31 This principle highlights the need for transport (much like a mobile phone plan much better integration between with call minutes, messages, and data) or modes. This is not just limited to physical on a ‘Pay as you Go’ basis. interchanges (which are undoubtedly 3.33 Mobility as a Service could incorporate needed), but also integration in travel by car, as well as public transport timetables, ticketing and fares, and and shared mobility options such as information sharing. Similarly, there bike hire. This has the ability to ensure is more that can be done to better we only pay for the travel or mobility we integrate highways traffic management ‘consume’, while also having the potential and information systems between the to better manage demand across the Strategic Road Network and other roads network. in the South East area. Our Vision, Goals and Priorities Applying the Vision, Goals and Priorities 63
3.35 Planning Regionally for the Short, Medium and Long Term Conclusions
3.36 This Transport Strategy seeks to build on Corridor as Network Rail and Kent County In this section we have described our the excellent work of Transport for the Council’s infrastructure. Transport for the vision for the South East as a leading South East’s constituent authorities and South East views the transport system as global region for net-zero carbon, other planning authorities in the South a holistic system, while acknowledging sustainable economic growth. East. The Transport Strategy builds on key interdependencies and interfaces This vision is supported by a set of transport plans set out by Local Transport between different owners and actors. economic, social, and environment Authorities, Local Plans issued by Local goals and priorities for the South East Planning Authorities, and the Strategic area, which have also been outlined in Economic Plans and Local Industrial this section. We have also described Strategies created by Local Enterprise the five key principles that we have Partnerships. drawn upon to develop our Transport Strategy, which are: 3.37 This Transport Strategy adopts a larger scale perspective that looks across the • Supporting sustainable economic South East area focussing on cross- growth, but not at any cost; boundary journeys, corridors, issues • Achieving environmental and opportunities. As far as possible, it sustainability; also seeks to align with the ambitions of Greater London Authority and Transport • Planning for successful places; for London, and other neighbouring Sub- • Putting the user at the heart of the national Transport Bodies. transport system; and 3.38 This Transport Strategy also adopts a • Planning regionally for the short, multi-modal approach. It views corridors medium and long term. as being served by different types and levels of infrastructure, from the Strategic In the following section we focus on Road Network to first and last mile, from the six Journey Types that, together, intercity rail services through to rural describe the way people and goods bus operations. This Transport Strategy move in the South East. We also does not differentiate its approach to highlight the key challenges facing the future development of infrastructure each of these movement types and based on how this infrastructure is describe our proposed responses to currently managed. High Speed 1 and these challenges. Highways England’s infrastructure is seen as important along the M20/A20/ High Speed 1/South Eastern Main Line 64 Transport Strategy for the South East 65
Chapter 4 Our Strategy 66 Transport Strategy for the South East
Introduction 4.3 The rest of this chapter summarises the Introduction context, challenges and opportunities 4.1 This section outlines how Transport relevant to each of these six journey for the South East proposes to deliver types. It also indicates the types of its vision for the South East in 2050. It initiatives (schemes and/or policies) will do so by applying the Principles that the evidence suggests will help the introduced in Section 3 (paragraph 3.14) South East area to address the challenges to the each of the six Journey Types described below. described in Section 2 (paragraph 2.50). This process will help identify key issues and opportunities, which will be explored further in subsequent area studies. A diagram illustrating this approach is shown in Figure 3.3.
4.2 The linkages between the Principles and Journey Types have helped identify several key issues and opportunities. For example, applying the ‘Planning for Successful Places’ Principle to orbital and coastal journeys highlights significant issues relating to the mix of traffic passing through urban areas on the M27/A27 corridor, which is currently contributing to poor local air quality and conflicts between users. Similarly, applying the ‘Achieving Environmental Sustainability’ Principle to ‘inter-urban’ routes points towards a need for better allocation of space on urban corridors to public transport, cycling and walking. Our Strategy Radial journeys 67
Context more than 1.2 million people entered 1 Department for Central London on a typical weekday5. Transport “People 4.4 Radial journeys are longer distance entering London This imbalance in housing supply and passenger journeys between the South during morning peak demand gives rise to high levels of (Table TSGB0106)” East and Greater London area and, in commuting to the capital. (2018), https://www. the case of Berkshire and Hampshire, gov.uk/government/ 4.8 statistical-data-sets/ between the South East and the South London is expected to continue to grow tsgb01-modal- West / South Midlands. These journeys and generate employment opportunities comparisons, accessed Radial journeys typically use the Strategic Road Network for the foreseeable future6. While September 2019. that radiates from the M25 towards the TfSE supports the development of 2 Greater London South Coast and West of England and/ employment at economic hubs within Authority “Mayor’s Transport Strategy” or Main Line railways that terminate in its region, it acknowledges many people (2018), page 22 (Policy Central London. A map showing the key who live in the South East will continue 1), https://www.london. radial corridors serving the South East, to work in London. In general terms, gov.uk/sites/default/ files/mayors-transport- which also highlights key issues and commuting to London is highest in local strategy-2018.pdf, opportunities affecting these corridors, is authority areas that are closest to the accessed September provided in Figure 4.1. Greater London boundary. Some areas 2019 with fast rail links, such as Brighton and 3 4.5 Most radial corridors are served by Transport for the Hove, also have relatively high levels of South East “Transport frequent and, in many cases, fast rail commuting to London7. Strategy for the South services that terminate in Central London. East: The Relationship between the South Most radial journeys into Central London East and London” are undertaken by rail (83%)1. This is (October 2019) unlikely to change as UK government 4 In 2018/19 the number and GLA policy strongly encourages high of jobs in London public transport mode share for trips to increased by over 2 120,000 (see https:// and from Central London . www.ons.gov.uk/ 4.6 employmentand In contrast, a significant number of trips labourmarket/ in Outer London are made by car (44%)3. peopleinwork/ This perhaps reflects the relatively low employmentand 5 employeetypes/ Transport for London level of public transport interchanges that bulletins/ “Travel in London support trips between the South East Report 11” (2018), page regionallabourmarket/ and Outer London compared to Central latest) while the 225, http://content. number of dwellings tfl.gov.uk/travel-in- London. completed over 2017/18 london-report-11.pdf, 4.7 was 30,000 dwellings accessed August 2019. There is a significant imbalance in jobs (see https://www. 6 Ibid. page 42. and homes in London. For every four gov.uk/government/ jobs created in Greater London, just one statistical-data-sets/ 7 Figure 2.10 shows 4 live-tables-on-net- London commuting additional dwelling is delivered . In 2017, supply-of-housing). patterns. 68 Transport Strategy for the South East
Figure 4.1 Radial journey challenges and opportunities
Island Line Renewal South Western Potential Radial Motorway Main Line Capacity Crossrail 1 Radial Dual Extension Carriageway Journey Potential Potential Isle of Journey time Radial Single times on future Grain passenger Carriageway Reading – Crossrail 2 services improvements Radial Railway Waterloo rail to North Crossrail 1 services East Kent Challenges
Poor Potential Brighton Mainline connectivity on extension of Improvement A21/Hastings High Speed 1 Programme Line Corridor services Our Strategy Radial journeys 69
8 Figure 4.1 highlights Challenges and opportunities Challenge 1 by these services are similar11. This the key connectivity undermines the potential for this corridor gaps on this corridor. 4.9 In general terms, the radial routes to While Kent has benefitted from to support regeneration and economic 9 Network Rail “South London from the South East have evolved significant improvements in rail development in ‘left behind towns’ such East Kent Route Study” to accommodate the high demand journey times to London thanks to the (May 2018), page 36, introduction of High Speed 1 domestic as those in the Hastings area. https://cdn.networkrail. for employees to service the London co.uk/wp-content/ economy, and are historic in nature rather services in 2009, some areas in North Challenge 3 uploads/2018/06/ than strategically planned. Virtually all and East Kent risk being left behind. South-East-Kent-route- For examples, the towns of Maidstone study-print-version.pdf, major settlements and economic hubs The M23/A23/Brighton Main Line Accessed August 2019 have good access to a radial road on the and Margate have relatively poor levels Corridor is heavily utilised, has a of connectivity compared to other parts 10 Figure 4.1 highlights Strategic Road Network and/or a radial significant ‘capacity gap’ and suffers 8 12 the key connectivity railway. There is no obvious need to create of the region . This undermines the from poor resilience . This undermines gaps on this corridor. a new radial corridor on the Strategic potential for these corridors to support the potential for this corridor to support 11 Determined by Road Network or rail network. However, regeneration and unlock housing the economy and unlock development searching trips these radial corridors face several development in North and East Kent. near key economic hubs. This corridor between Ashford, There are also capacity constraints on Brighton, and challenges. In particular: has several “branches” at its southern Hastings to London several routes into London (many of end, which together means it serves a using https://www. which are only dual tracked, meaning large area of the Sussex Coastline (from thetrainline.com/, longer distance services interact with Accessed August 2019 Chichester to Eastbourne). Any disruption London/suburban stopping service) and at the north end of this corridor has the 12 Coast to Capital Local at key termini such as London Charing Enterprise Partnership potential to cause significant delays in the 9 “Unlocking the Cross and Canon Street . Similarly, south. Highways England and Network Brighton Main Line” Line Improvement journey times to London on the Reading Rail are both investing in schemes (2019), page 3, https:// Project“, https://www. – Waterloo Line are long compared to www.coast2capital. networkrail.co.uk/ to improve resilience on this corridor, 13 org.uk/storage/ running-the-railway/ neighbouring corridors such as the Great including a Smart Motorway on the M23 downloads/unlocking_ our-routes/south-east/ Western Main Line. and a resilience and renewal programme the_brighton_ brighton-main-line- 14 mainline-1560266517. improvement-project/, on the Brighton Main Line . pdf, accessed August accessed September Challenge 2 2019 2019. Both the road and railway serving the Challenge 4 13 Highways England 15 Figure 2.8 shows Air A21/Hastings Main Line Corridor deliver “M23 Junction The A3/Portsmouth Direct Line Quality Management 10 8 to 10: Smart Areas and Figure 2.9 poor connectivity to the Hastings area . Corridor passes through the Guildford Motorway), https:// shows noise pollution. The A21 is the least developed SRN road and Portsmouth urban areas. The A3 highwaysengland. Both are relatively high/ in the South East area and runs as a co.uk/projects/m23- concentrated in the Trunk Road contributes to poor air quality 15 junctions-8-to-10- Portsmouth urban single carriageway for most of the route and noise in these areas . This has smart-motorway/, area. south of Pembury. Rail journeys from the potential to undermine the health accessed September 16 London to Hastings are typically 75% 2019. Figure 2.12 shows and wellbeing of the people served by road congestion on longer than from London to Brighton, this corridor. This corridor suffers from 14 Network Rail the A3 in the Guildford even though the distances covered 16 “Brighton Main urban area. significant congestion around Guildford . 70 Transport Strategy for the South East
Challenge 5 The initiatives that are 17 Port of Southampton “Port of Southampton The M3/South Western Main Line needed to address the radial Master Plan: 2015 – 2035 Corridor provides important connectivity journey challenges are: Consultation Draft (2016)”, http://www. for freight traffic using the Port of southamptonvts.co.uk/ 17 Extend radial routes (e.g. Crossrail Southampton, which is set to expand . Improve the resilience of the road admin/content/files/ This corridor has high capacity (including from Abbey Wood to Ebbsfleet and/ network, potentially by adopting holistic New%20capital%20 or extend South Eastern franchise demand management policies. projects/Master%20 an eight-lane Smart Motorway and a Plan%202016/ passenger services to the Isle of Grain) four tracked railway). However, it is also Addresses: Challenge 3 and Challenge 5 Master%20Plan%20 heavily utilised and regularly suffers that serve particularly large new housing 2016%20-%202035%20 Consultation%20 18 developments. from congestion . The South Western Document%20Oct%20 Reduce human exposure to noise Main Line railway suffers from serious Addresses: Challenge 1 2016.pdf, accessed overcrowding at peak times. This and poor air quality from radial roads, September 2019. particularly where these run through undermines the potential of this corridor 18 Figure 2.12 shows urban areas such as Guildford and to support economic productivity and Invest in rail improvements to speed up road congestion on this Portsmouth (e.g. by lowering speed corridor. development, particularly at fast growing journey times to London, particularly by limits, reallocating road space to cleaner 19 towns such as Basingstoke. Network utilising spare capacity on High Speed 1 Network Rail transport modes, moving routes “Modernising the Great Rail is developing proposals to address and investing in parts of the railway that Western Route”, https:// underground and/or away from urban bottlenecks on this corridor, but as yet serve High Speed services. www.networkrail. funding to implement these proposals is areas, and/or supporting the uptake of co.uk/running-the- Addresses: Challenge 2 cleaner technologies such as Electric railway/our-routes/ not yet confirmed. western/great-western- Vehicles. mainline/, accessed Challenge 6 August 2019. Improve connectivity by both road Addresses: Challenge 4 The M4/A4/Great Western Main Line and rail to deprived communities – Corridor has benefitted from significant particularly potential ‘left-behind towns’ Facilitate an increase in radial journeys investment in recent years (Crossrail, in Swale, Thanet and Hastings. by public transport, particularly to/from Great Western Main Line electrification, Outer London and to/from Heathrow Addresses: Challenge 1 and Challenge 2 new rolling stock and enhancements Airport. to Reading station)19. However, with Heathrow set to expand, this already Provide additional capacity and resilience Addresses: Challenge 6 very busy corridor is expected to come on radial railways, particularly the busiest under increasing pressure. There is a risk corridors such as the South Western Main it could hold back the economic benefits Line and Brighton Main Line. arising from improved global connectivity Addresses: Challenge 3 and Challenge 5 delivered by expansion at Heathrow. Our Strategy Orbital and coastal journeys 71
20 Figure 4.2 shows Context 4.12 Journey times by rail on orbital corridors the standard of the are typically much slower than on radial two orbital roads 4.10 Orbital and Coastal journeys describe serving the South routes (largely due to calling patterns). longer distance passenger journeys that East. The A27 corridor Most rail routes on these corridors are includes significant use corridors that run perpendicular to split between different train operators sections of single the radial corridors described previously. carriageway road, and, in some cases, are divided by gaps The roads and railways serving these which limits capacity in electric traction. A single trip from on this corridor. Most flows are sparser and have lower capacity Maidstone to Reading requires changing of the orbital railway Orbital and speeds than most radial corridors20. corridors are two- trains twice and a trip from Ashford to They provide important links between tracked railways served Southampton may require more changes by relatively infrequent and coastal economic hubs across the South East but still. Indeed, it is often faster to travel via services (e.g. two have perhaps not received the level of trains per hour on the journeys London rather than use an orbital rail North Downs Line). investment that their function warrants 22 21 route . Many radial railways, in recent years . A map showing the key on the other hand, are orbital corridors serving the South East, four-tracked railways that are capable of which also highlights key issues and providing more than 20 opportunities affecting these corridors, trains per hour (e.g. on is provided in Figure 4.2. A further map the corridor between Gatwick Airport and highlighting some of the rail connectivity East Croydon). issues that are described in more detail Figure 4.3 21 Most of the major rail below is provided in . projects delivered in 4.11 Control Periods 4 and The corridors serving these orbital 5 in the South East (e.g. journeys are heavily constrained by High Speed 1, Crossrail protected landscapes, which tend to run 1, Thameslink) serve radial corridors. The along an east – west axis in the South orbital rail corridors East area between the ridges of the (e.g. North Downs North and South Downs. In contrast Line, East/West Coastway Lines) have to the radial corridors, the road and rail not benefitted from networks are not closely aligned on the the same scale of orbital corridors. Some orbital routes are investment during this period. road only (e.g. M25), while others are rail only (e.g. Redhill to Ashford). 22 Determined by searching trips between Ashford and Southampton using https://www. thetrainline.com/, Accessed August 2019. 72 Transport Strategy for the South East
Figure 4.2 Orbital and coastal journey challenges and opportunities (overview)
Opportunity for Connectivity gap Orbital Motorway alternative M3/ Orbital Dual M4 link (avoiding Lower Thames Carriageway Bracknell) Orbital Single Crossing Carriageway Orbital Railway Radial corridor Challenges
Slow journey times on coastal rail routes Our Strategy Orbital and coastal journeys 73
Figure 4.3 Orbital and coastal journey challenges and opportunities (railway connectivity)
Cross Country services Gatwick – Reading Crossrail Extension Ashford – Reading Former Cross Only 1 direct train per Could support orbital 3 different operators Country services hour journeys from Kent to 2hr 50min journey Southern railway services Berkshire (faster via London) Southeastern railway services Great Western railway services Crossrail Potential Crossrail extension
Cross Country Franchise no longer operates south east of Guildford 74 Transport Strategy for the South East
Challenges and opportunities routes. Cross-Country connectivity has Brighton. The proximity of this corridor to 23 INRIX Research, “Europe’s Traffic declined on this corridor (intercity rail protected built and natural landscapes 4.13 The challenges and opportunities for Hotspots” (November services from the Midlands and North of means it also impacts on quality of life 2016), http://inrix. orbital corridors vary across the South England used to run as far south and east and wellbeing. com/wp-content/ East area and are as follows: uploads/2017/01/ as Gatwick Airport, Brighton, Ramsgate INRIX_Europes-Traffic_ 25 and Portsmouth ). Furthermore, there Challenge 4 Hotspots_Research_ Challenge 1 are some parts of the orbital and coastal FINAL_lo_res.pdf, While there are several high capacity links accessed August 2019 The M25 Corridor is one of the busiest rail network that suffer from severe between the A3, M3, M4 and M40 in the and one of the most congested crowding in peak hours. The quality of 24 Network Rail “South west of the South East area and the M2 East Kent Route Study” corridors in Europe23. There is very little the railway infrastructure on orbital and and M20 in the east, there are several (May 2018), page 21, scope for increasing capacity on this road, coastal corridors therefore presents a https://cdn.networkrail. gaps between the M20, M23/A23 and co.uk/wp-content/ especially on the South West Quadrant barrier to economic development on 27 A3 . This forces traffic to use the A27 uploads/2018/06/ (between Junctions 7 and 15). There are these corridors. and M25 and limits east-west access South-East-Kent-route- also limited public transport alternatives study-print-version.pdf, to Gatwick Airport and the “Gatwick on this route. There is a risk that lack of Challenge 3 accessed August 2019. Diamond” economic hub. Furthermore, capacity on this corridor will hold back 25 The Argus “Train The M27/A27/A259/East Coastway/ there are some bottlenecks on orbital economic development and productivity Services from Brighton West Coastway Corridor has multiple links between the M3 and M4. Withdrawn” (October improvement for the whole country, not issues and challenges. The A27 road 2008), https://www. just the communities and businesses theargus.co.uk/ serves as a grade separated expressway Challenge 5 in the South East who depend on it. news/3749781. around Brighton, an urban distributor train-services-from- The Lower Thames Crossing, which Some high capacity orbital links pass road in Worthing, a city centre corridor brighton-withdrawn/, will improve access to the North and through urban areas such as Bracknell, accessed August 2019. in Hastings, a rural single carriageway in Midlands via the northern part of the which impacts negatively on air quality, Portsmouth services Kent, an outer ring road in Chichester, were reportedly M25, could divert demand away from the safety and quality of life. and an inter-regional motorway in South withdrawn in 2003 South West Quadrant. (https://en.wikipedia. Hampshire. The railway similarly tries org/wiki/Virgin_ to accommodate slow, stopping rural CrossCountry, accessed Challenge 2 and suburban services alongside faster, September 2019). 26 There are very few long-distance non-stopping longer distance services . 26 Southern Railway, orbital rail services in South East This mixture of traffic types creates “Timetable 27 (Southampton, England. This is partly because of the rail multiple conflicts between users and Portsmouth and franchise geography, which splits east- undermines capacity and performance Chichester to Brighton” west routes between up to three different on this corridor. The poor performance (May 2019), (, https:// www.southernrailway. operators (e.g. Reading to Ashford). It is of this corridor represents a significant com/travel- also partly due to gaps in electrification barrier to fostering sustainable growth information/plan-your- on these corridors (e.g. Marsh Line along the South Coast – particularly journey/timetables, accessed August 2019. between Hastings and Ashford)24 and the growth that encourages more local poor quality of infrastructure on some employment in economic hubs such as Our Strategy Orbital and coastal journeys 75
27 Figure 4.2 shows The initiatives that will help connectivity gaps between key radial address orbital and coastal corridors. journey challenges are:
In the longer term, introduce holistic Improve long distance rail connectivity Reduce the exposure to the adverse demand management initiatives that and capacity between the Midlands and environmental impacts of road traffic address congestion across the road North of England into the South East on orbital corridors that pass through network while avoiding displacement area along orbital corridors and support urban centres such as Gosport, Hastings, effects from one part of the network to the introduction of more direct east-west Portsmouth and Worthing, which another (ideally when alternative public services to Gatwick Airport. may include lowering speed limits, transport options are available). reallocating road space to cleaner Addresses: Challenge 2 transport modes, and/or supporting the Addresses: Challenge 1 uptake of cleaner technology such as Build a consensus on a way forward for Electric Vehicles. Deliver the Lower Thames Crossing, the M27/A27/A259/East Coastway/West Addresses: Challenge 5 which will provide an alternative route Coastway Corridor based on a multi- around the north of the M25, avoiding the modal approach that seeks to reduce South West Quadrant. conflicts between different users on this corridor. Addresses: Challenge 1 Addresses: Challenge 3 Encourage the wider electrification of the network and/or wider use of bi-mode Improve orbital connectivity between trains across the south east to enable Gatwick Airport and Hampshire and Kent. more direct, longer distance services on Addresses: Challenge 4 orbital corridors such as the North Downs Line. Improve orbital links between the M3 and Addresses: Challenge 2 M4, ideally in a way that avoids directing heavy traffic through urban areas such as Provide capacity enhancements at Bracknell bottlenecks where orbital railways cross Addresses: Challenge 4 and Challenge 5 – and busy radial routes, such as at Redhill. potentially Challenge 1 by relieving pressure on the Addresses: Challenge 2 M25 South West quadrant. 76 Transport Strategy for the South East
Context Challenges and opportunities
4.14 Inter-urban journeys primarily describe 4.17 Inter-urban routes, and the Major Road medium-distance passenger journeys Network in particular, face the following between economic hubs and the challenges and opportunities: Strategic Road Network. These journeys are predominantly served by the South Challenge 1 East area’s Major Road Network and any Routes that act as secondary routes Inter-urban railways that mirror these corridors. for radial and orbital roads (e.g. A22 journeys 4.15 Inter-urban journeys take and A24) fall below standard in places. several forms: These routes ideally should be developed to offer a consistent standard across the • There are journeys between corridors they serve. In some cases, this economic hubs (such as town and city may require investment in improvements centres) across the country that do not to junctions and/or targeting widening. use the Strategic Road Network at all Several interventions have been (e.g. A26/A228 (Lewes – Strood)); identified by Local Transport Authorities • There are journeys between the that aim to bring these routes up to a Strategic Road Network and economic more consistent standard. hubs (e.g. A264 (Horsham – M23)); • There are journeys that shadow Challenge 2 Strategic Road Corridors and act as distributor routes for these corridors Bus services risk deteriorating on (e.g. A4 (Slough – Newbury). The routes inter-urban routes if congestion rises. that serve these journeys are highly This in turn risks slowing down bus susceptible to ‘spill over’ from the services and reducing their attractiveness Strategic Road Network during periods and viability. Interventions may be of congestion and/or disruption. needed to provide bus prioritisation infrastructure to ensure bus performance 4.16 In contrast to the (radial) Strategic Road does not deteriorate, particularly on Network, the railway network does not corridors within urban areas and/or that align particularly well to the corridors serve Park and Ride facilities on the that serve inter-urban journeys. For this edges of large urban centres. reason, the primary public transport alternative on the corridors that serve inter-urban routes is the bus. There are also some well-developed longer distance cycleways (some of which replaced abandoned railways). Our Strategy Inter-urban journeys 77
Challenge 3 The initiatives that will help address There are many gaps in the railway inter-urban journey challenges are: network serving inter-urban corridors, Support existing Major Road Network which represents an issue as rail is and Large Local Majors schemes (e.g. better placed to provide public transport A22 junction improvements) that bring services on many inter-urban corridors. secondary routes up to an appropriate For example, the West Coastway Line standard for these routes. runs too far north of the A259 in places for it to provide a realistic public transport Addresses: Challenge 1 and Challenge 4 alternative on this road. Support initiatives that enhance, or at the Challenge 4 very least, maintain the viability of bus There are several road-safety ‘hot- services on inter-urban corridors. spots’ on the Major Road Network, Addresses: Challenge 2 which may require intervention through speed limits, junction improvements and Deliver better inter-urban rail other interventions. connectivity, such as direct rail services from Brighton/Lewes to Uckfield.
Addresses: Challenge 3 78 Transport Strategy for the South East
Context 4.21 Interventions needed to support local journeys are typically smaller in scale and 4.18 Local journeys are short distance journeys tend to be sponsored by local authorities that are typically undertaken at the (as opposed to national and regional beginning or end of an individual journey bodies). Funding arrangements therefore to or from a transportation hub or service tend to differ to larger schemes. Funds to a destination. They include first mile such as the ‘Transforming Cities Fund’ / last mile movements that form an and ‘Housing Infrastructure Fund’ have Local important element of other journey types been established to support initiatives at described in this strategy. journeys this scale. 4.19 Local journeys can be undertaken by almost any mode of transport, including Challenges and opportunities walking and cycling. In rural areas, where 4.22 The challenges relating to local journeys the bus network is much sparser than in vary between urban and rural contexts. urban areas, the choice of mode for these In urban environments they broadly journeys may be more limited. relate to congestion and conflicts 4.20 This journey type is particularly well between different users and modes. suited to the ‘Planning for Successful In rural contexts, the key challenge is Places’ framework outlined in Section ensuring adequate levels of accessibility, 3 (paragraph 3.14).This framework especially for the most vulnerable of emphasises the importance of protecting transport users. The key challenges and vulnerable users, particularly in urban opportunities for this journey type are as areas. This approach guides transport follows: and spatial planners towards creating spaces and corridors that are safe and attractive to pedestrians and cyclists and that prioritise public transport modes over other motorised transport. Our Strategy Localjourneys 79
28 Department for Challenge 1 Challenge 3 Challenge 5 Transport, “Rail Fares Index (January 2017) There are many conflicts between Integration between transport modes Public transport is not always Statistical Release”, different modes and user types, could be better. There are limits to the affordable for everybody. While very https://dataportal.orr. particularly vulnerable users and degree that bus and rail companies affordable rail fares are available for those gov.uk/media/1260/ rail-fares-index- people with reduced mobility in urban can align timetables and ticketing who book in advance, rail fares have january-2019.pdf, areas. There are several examples of arrangements (due to competition law). increased ahead of inflation in most years accessed August 2019. urban corridors in the South East where There are places where bus hubs are not since privatisation in 1996, and today
29 Department for too much priority is given to the car over well connected to rail hubs, particularly in are reportedly among the highest in Transport, “Annual other transport modes. This is particularly historic towns and cities (e.g. Canterbury). Europe 28. Bus fares have also increased Bus Statistics England common where the Strategic Road This presents significant barriers in access significantly ahead of inflation in recent (2016/17)”, https:// 29 assets.publishing. Network passes through urban areas (e.g. for people with reduced mobility. There years . This trend risks putting access to service.gov.uk/ at Worthing and Bexhill). There are also is scope for wider use of Park and Ride transport beyond the means of some of government/uploads/ examples of corridors that serve both sites on the periphery of large urban the most vulnerable people in the South system/uploads/ attachment_data/ long-distance and short-distance trips, centres. Smart ticketing could be rolled East. file/666759/annual- which risks creating conflicts between out further than it is at present. Looking bus-statistics-year- heavy road traffic and more vulnerable further ahead, there are opportunities ending-march-2017.pdf, accessed August 2019. road users such as pedestrians and to better integrate ‘Mobility as a Service’ cyclists. modes with traditional transport modes, including bus, rail and even by car (or Challenge 2 other private vehicles).
There are significant issues with Challenge 4 air quality and road safety on many urban corridors that serve local Bus services have come under journeys. Some of these corridors are significant pressure in recent years, designated as Air Quality Management particularly in rural areas. Local Areas. This has the effect of deterring Transport Authority budgets have people from walking and cycling, which been squeezed in recent years and this in turn can generate higher demand for has limited the level of support these car transport, which risks undermining authorities have been able to provide air quality and road safety further still. for socially necessary bus services. Any This behaviour also results in increased further retrenchment of the bus network congestion, which reduces the speed and risks leaving some of the most vulnerable attractiveness of bus services. members of society isolated and unable to access key services. 80 Transport Strategy for the South East
The initiatives that will help address local journey challenges are:
Develop high-quality public transport Lobby Government to protect and services on urban corridors, such as Bus enhance funding for socially necessary Rapid Transit and Light Rail Transit, where bus services in rural areas. there is a viable business case. Addresses: Challenge 4 and Challenge 5 Addresses: Challenge 1 and Challenge 2
Lobby Government to freeze rail fares in Improve air quality on urban corridors real terms and provide lower off-peak by, for example, lowering speed limits, fares in the longer term. reallocating road space to cleaner Addresses: Challenge 5 transport modes, and/or supporting the uptake of cleaner technology such as Electric Vehicles. Improve the accessibility of transport infrastructure and public transport Addresses: Challenge 2 services by investing in accessibility improvements and by ensuring streets Prioritise the needs of pedestrians and and public places are accessible to all. cyclists over the private car. Addresses: Challenge 1 and Challenge 2 Addresses: Challenge 1 and Challenge 2
Invest (or encourage others to invest) in integrated passenger information systems to provide passengers with dynamic, multi-modal travel information.
Addresses: Challenge 3
Develop integrated transport hubs (bus, rail, park and ride, new mobility and cycle parking), integrated ‘Smart Ticketing’, and integrated timetables, where feasible.
Addresses: Challenge 3 Our Strategy International gateways and freight journeys 81
30 Transport for the Context The businesses located here see a South East “Logistics benefit in being located to high-quality and Gateway Review” 4.23 As described in Section 2 (paragraphs international hubs. (October 2019). 2.64 to 2.68), and the “Logistics and Gateway Review” Technical Report30, 4.26 Most of the busiest international the South East is home to many of the gateways are well connected to the most important and busiest international Strategic Road Network and the railway gateways in the UK. These gateways network, although some offer better International serve both passenger and freight onward connectivity to the rest of the markets. Many of the people who use country than others (e.g. the Port of gateways and who benefit from these gateways Southampton is better served by the live outside the South East and, indeed, Strategic Road Network and railway and freight outside the UK. These international network than Shoreham Port). gateways are therefore critically 4.27 The key corridors that enable road freight journeys important for the whole country. Many to access the South East’s key ports are: businesses in the North of England and Midlands depend on these gateways to • the A2/M2 corridor from Dover to the access suppliers and customers, while East of England, Midlands and North of many visitors to London pass through the England via the Dartford Crossing; Channel Tunnel and Gatwick Airport. • the A20/M20 corridor from Dover and the Channel Tunnel terminal at 4.24 A map showing the key corridors serving Cheriton to the East of England and international gateways and freight North of England via the Dartford journeys in the South East is provided in Crossing or the West of England and Figure 4.4. However, it should be noted that Midlands via the M25 and M4/M40; and inter-urban and local roads also support • the M3/A34 corridor from the delivery of ‘first mile / last mile’ freight Southampton to the Midlands. services. These types of freight trips include those driven by strong recent growth in internet shopping, which rely on package deliveries.
4.25 The international gateways in the Transport for the South East area are a focus for employment and commerce. Several large business parks have developed near Heathrow Airport (along the A4/M4 Corridor) and Gatwick Airport (in the Gatwick Diamond cluster). 82 Transport Strategy for the South East
Figure 4.4 Key freight and international gateway corridors
M3/A34 Southern Rail Lower Thames M2/M20 junction Key junction junction Access to Heathrow crossing improvements Motorway improvements Dual Carriageway Western Rail access Dover Port access Single Carriageway to Heathrow (and rail gauge) Railway Challenges
Potential future Gatwick Longer term Brighton Mainline –Medway / solution for Southampton Improvement Ashford rail Operation Stack Port expansion Programme services & lorry parking Our Strategy International gatewaysand freight journeys 83
4.28 The most important corridors for is developing proposals for a third 4.35 In addition to accessing international accessing the South East area’s airports runway to the north west of its current gateways, there are important regional are: site; Gatwick Airport has launched its freight flows that also depend highly on masterplan and a Development Control the Strategic Road Network. • the M4/Great Western Main Line and Order process to seek permission M25 corridors for Heathrow Airport; 4.36 Congestion on these roads has for expansion; while the Port of and a significant impact upon the Southampton is developing proposals to • the A23/M23/Brighton Main Line attractiveness of these international expand its operations. It will be important corridor for Gatwick Airport. gateways for trade and has an impact to ensure that any future growth at these upon other road users. Several of the 4.29 The key railway corridor for accessing the gateways can be accommodated, by largest international gateways in the Channel Tunnel is served by the country’s more sustainable modes where possible, South East lie near city centre locations only High-Speed Railway – High Speed 1. and minimising adverse impacts on the (most notably Southampton and This corridor could carry more rail freight communities and environment nearby. Portsmouth), therefore this congestion and is perhaps somewhat underutilised 4.32 Any future Transport Strategy for has a significant impact upon the local at present. Currently, most rail freight international gateways and freight must population. However, Heavy Goods from Kent is forced to pass through inner provide enough flexibility to respond to Vehicle movements account for a small London (notably on a busy section of the the most plausible future relationships percentage of vehicle movements, South London Line between Nunhead between the United Kingdom and the therefore tackling congestion around and Wandsworth Road, which carries European Union. international gateways needs to comprise up to two freight trains per hour30) to a rounded approach that encompasses reach the rest of the country. There 4.33 There are exciting opportunities for all road users. are also heavy freight flows between improving the efficiency of road freight Southampton and Reading, with up to thanks to emerging technologies such as 4.37 The freight market and international 40 freight train paths each direction each Connected and Autonomous Vehicles. gateways in the South East day31. predominantly serve two distinct 4.34 Technology also offers scope for more markets: containerised freight and roll-on, 4.30 The operation of the South East area’s efficient logistics models. Better roll-off shipping. These two markets are international gateways impacts the South information sharing between steps on served by different components of the East area’s surface transport networks the logistics chain has the potential to transport network. Transport networks and vice versa. For example, delays on the make freight delivery significantly more need to be adaptable and flexible to the M25 could cause passengers to miss their efficient. This could help to ensure that changing make up of freight as these two flights, while delays on cross-channel there is less congestion on the roads, distinct markets evolve in the future. ferry operations can cause significant liberating space for other road users and tailbacks on the M20/A20 and M2/A2 providing more reliable delivery services. highways. Improvements in service-based freight models have the potential to reduce last 4.31 Many of the South East area’s mile delivery costs for operators and international gateways are expected to reduce multi-attempt delivery trips. grow. For example, Heathrow Airport 84 Transport Strategy for the South East
Challenges and opportunities Challenge 2 Challenge 5 31 Heathrow Airport Ltd., “Heathrow 4.38 The key challenges to international The roads serving the Port of Dover Rail freight mode share nationally is Expansion: Facts and gateways and freight relate primarily routinely suffer from poor resilience due relatively low (and is falling)34 and there Figures”, https://www. to port and border operations on both are constraints limiting the scope of rail heathrowexpansion. to accommodating future growth and com/the-expansion- reducing the impact of freight transport sides of the English Channel, which freight to expand (for example, on the plan/facts-and-figures/, on the environment: can cause freight traffic to build up on A34 corridor). In some areas (e.g. Dover) accessed August 2019. the M2033. The A2 Trunk Road east of there are constraints in the railway gauge 32 Greater London Challenge 1 Canterbury could be further developed that limit the transport of containers Authority “Surface to strengthen the resilience of both by rail. There are understandable Access to Heathrow Heathrow Airport is planning to develop corridors serving the country’s busiest commercial reasons for a preference for Airport Presentation” a third runway to the north west of (2015), https:// port. road haulage, especially as the nature of www.london.gov. the current site, which will enable up logistics is changing (by moving away uk/moderngov/ to three aircraft to take off and/or land documents/b13397/ Challenge 3 from bulk deliveries towards smaller ‘just- Minutes%20-%20 simultaneously. This has the potential in-time’ package deliver). However, this is There are opportunities for port Appendix%204%20 to accommodate growth in excess of holding back the potential for freight to -%20Airports%20 expansion at several locations in the 35% of air traffic movements in the long contribute to reducing carbon emissions Surface%20Access%20 31 South East, including at Southampton Presentation%20 term . This expansion will enable the and improving air quality in the South and (to a lesser extent) at Dover. Any Tuesday%2010-Nov- doubling of the current cargo volume and East. 2015%2010.00%20 260,000 additional air traffic movements. expansion will need to be supported by Transport%20Co. Additional growth at Heathrow, which appropriate access to the highway and pdf?T=9, accessed Challenge 6 September 2019. currently has a public transport surface railway networks. access mode share of 40%32, presents Freight is dependent on some of the 33 The Kent County Council Local Transport Challenge 4 most congested roads in the South significant transport and environmental Plan calls for a long- East area. This is particularly the case for risks to the South East. It is critically The Dartford Crossing (M25) currently term solution to important that viable public transport the M25 and the A34 corridors. Operation Stack and experiences severe congestion. Highways additional facilities alternatives are put in place to enable England are developing the Lower for lorry parking on Challenge 7 access to and from Heathrow Airport Thames Crossing scheme to relieve the M20 corridor (see by other means than the car. This will https://www.kent. congestion on this route. However, It is much harder to reduce Heavy gov.uk/__data/assets/ need to be accompanied by demand this scheme risks diverting traffic from Goods Vehicle emissions than lighter pdf_file/0011/72668/ management policies (e.g. parking and the M20 to the M2/A2 corridor (as the road vehicles. Battery powered freight Local-transport-plan-4. pdf). drop-off charges). Gatwick Airport also crossing route starts at Strood). This may vehicles are much less developed than has expansion plans within the existing place additional pressure on the A229 smaller electric vehicles. Different airport estate by bringing its emergency between the M2 and M20. traction technologies to the battery may runway into use. This will bring significant, be needed to provide non fossil fuel challenges for both passenger and freight alternatives for freight vehicles. flows on corridors serving this airport. Our Strategy International gatewaysand freight journeys 85
34 Department Challenge 8 The initiatives that will help address for Transport “Rail Factsheet” (2018), Finally, the United Kingdom’s future key international gateway and page 6, https://assets. relationship with the European Union freight journey challenges are: publishing.service. gov.uk/government/ also presents potentially significant Improve public transport access to Implementing rail freight schemes, uploads/system/ uncertainty and challenges for the South Heathrow Airport through delivering the such as electrification and gauge uploads/attachment_ East area’s international gateways. There data/file/761352/rail- Heathrow Airport Western and Southern enhancements, to increase capacity on factsheet-2018.pdf, is a risk of more disruption at the Channel rail access schemes and improvements strategic routes and encourage modal accessed September ports in the short term, which could in public transport access to Gatwick shift from road to rail. 2019. disrupt transport networks across Kent. Airport. In the longer run, there could be a shift Addresses: Challenge 5 and Challenge 6 in freight patterns, perhaps away from Addresses: Challenge 1 ‘Roll-On-Roll-Off’ road freight towards air Improve the efficiency freight vehicle freight and container traffic. Support the use of demand operations through adoption of new management policies at Heathrow, such technologies. as vehicle access charges, to minimise Addresses: Challenge 7 traffic growth arising from expansion at this airport. Help international gateways adapt to Addresses: Challenge 1 changes in trade patterns. This may include investing in facilities to customs Provide appropriate links and checkpoints away from bottlenecks at improvements to the highways and locations such as Dover. railway networks at expanding and/or Addresses: Challenge 8 relocating ports in the South East. This should include improvements to road routes, such as the A34 and A326, and Develop a Freight Strategy and Action parallel rail routes (serving Southampton) Plan for the South East to improve the and A2 (serving Dover). efficiency of freight journeys.
Addresses: Challenge 2 and Challenge 3 Addresses: All Challenges
Deliver Lower Thames Crossing and improvements on the A229, Junctions 3, 5 and 7 of the M2, Junction 5 of the M20, and Junction 9 of the M3.
Addresses: Challenge 4 86 Transport Strategy for the South East
Context • Many of the major roads in the South 35 Transport for the East had not been built, including South East “Future 4.39 Future journeys encompass any Transport Technology” parts of the M20 and M25. journey type that may be facilitated (October 2019) 4.42 by an emerging technology. This is an It is therefore fundamentally difficult to 36 Transport for the exciting and rapidly developing area predict which technologies and social South East “Ticketing of transport that has the potential to trends will influence the future over a Options Study” (October 2019) deliver significant change to all aspects thirty-year time horizon. That said, some Future of mobility. A more detailed exploration trends seem more certain than others, 37 Transport for the of the potential impact of this emerging and some of these trends will have a South East “Future Transport Technology” journeys technology on the South East area greater impact on transport demand (October 2019) is described in the “Future Transport than others. In the “Future Transport Technology”35 and “Ticketing Options Technology” 37 Technical Report, six Study” 36 technical reports themes of trends are identified that have the potential to significantly affect 4.40 This Transport Strategy sets a vision transport demand. These themes are: for the South East in 2050, which is more than thirty years in the future. To • Demographic trends: Including a understand the degree of change that growing, ageing population and could be delivered over this period, one urban densification; only needs to consider what the world • Social trends: Including greater looked like thirty years ago in 1990. At this acceptance of ‘sharing’, higher time: expectation of immediacy and customer centricity, and greater value • The Cold War was coming to an end of experiences over assets; following the fall of the Berlin Wall; • Environmental attitudes: Greater • China had not yet emerged as a awareness and concern about superpower; and climate change, air quality, scarcity • The internet could only be accessed by of resources, circular economy and a tiny portion of the population. interest in greener technologies; 4.41 Transport was also very different thirty • Economic changes: Including the years ago. In 1990: rise of the ‘gig economy’, increased automation, new business models, • Railway patronage (by passengers) was and on-demand manufacturing; and approximately half the level it is today; • Political landscape: Including • The Channel Tunnel was still under increased devolution to regions construction; and countries and increasing • The low-cost airline industry was yet to conflict between globalisation and emerge; and protectionism. Our Strategy Futurejourneys 87
4.43 The technologies that are arguably most • Asset Sharing, which allow customers Freight-Based Mobility likely to succeed are those that respond to access and to share use of different Models, such as: best to the challenges and trends mobility modes without having to own • Digital-Based Freight Models, which outlined above. The “Future Transport them (e.g. car or bicycle). Assets are offer customers easier access to real- Strategy” categorises these technologies generally available at permanent or time and price transparent freight into the four following groups: semi-permanent parking locations and services, which helps improve supply booked, paid for and located via an chain visibility and asset utilisation; and • Connected, which encompasses the application. • Service-Based Freight Models, which movement of data between people, Service-Based Mobility use data and automated technologies other people, vehicles, assets and Models, such as: to provide customers with a wider systems; • Mobility as a Service, which integrates selection of flexible last-mile delivery • Autonomous, which includes any multi-modal public and private sector and collection options. technology that replaces ‘mundane’ mobility services through digital human tasks with technology; 4.45 The impact that these trends have upon platforms by incorporating travel • Alternative Fuels, which includes the transport patterns will be modulated by information, payments, and reservation decarbonisation of energy production, ‘Critical Uncertainties’, which include: systems into a single application; storage and consumptions; and • Parking Platforms, which provide • willingness to share data; • Shared, which describes the sharing of consumers with information and app- • willingness to adopt new technologies; services that traditionally were ‘owned’ based payment functions to reduce • preferences for sharing transport or by individuals. the traditional problems associated travelling alone; 4.44 The technologies outlined above are with finding and paying for parking; • future levels of automation; delivered to the public through different and • future rates of electrification; and, business models, which include: • Digital as Mode, which uses digital • the role of/authority of the private and connectivity to reduce/remove the public sectors. People-Based Mobility need to travel (e.g. by enabling remote Models, such as: 4.46 These uncertainties are significant working and remote access to services • Ride-sharing, which match private and could have a major bearing on including health and education). vehicle drivers with potential future technological development. This passengers (sometimes co-workers) makes it difficult to develop a narrow making similar regular or one-off trips; or specific strategy when it comes to • Ride-sourcing, which match future journeys. This Strategy, therefore, customers with available rides using identifies broad challenges and a smartphone application and enable opportunities relating to future journeys users to pay on account via pre- for further consideration. approved payment methods with prices set according to supply and demand; and 88 Transport Strategy for the South East
Challenges and opportunities Challenge 1 parts of society who cannot easily access these channels will miss out on the 4.47 While Transport for the South East There are gaps in electric and digital benefits these services offer. may not be able to control all the levers infrastructure. The South East’s power driving the development of technology distribution network needs to have the Challenge 3 in the South East, it can help steer the capacity to accommodate the uptake direction and uptake of these innovations of electric vehicles. It also needs to There is a risk that new technology may and shape the regulatory framework provide widespread access to charging undermine walking, cycling and public governing them. It is important to ensure points to ensure electric vehicles can transport modes. There is some evidence that these new technologies develop be conveniently charged anywhere in from North America that the popularity in a way that supports this Transport the region. While there has been some of service-based mobility models is Strategy (e.g. by contributing to zero-net investment in charging infrastructure attracting users away from public carbon) rather than undermining any in the South East, this has not yet been transport to private vehicles (albeit taxis of its objectives (e.g. by encouraging consistent, meaning there are gaps in rather than privately owned vehicles). If mode-shift from walking/cycling/public accessing the. Similarly, there are gaps in this trend were to emerge in the South transport to shared taxis and potentially internet connectivity across the region, East, then this could risk increasing road contributing to traffic growth). Transport which could undermine the development traffic congestion, thus undermining for the South East’s overarching objective of internet-based services and (in the any economic or environmental benefits for future journeys is to ensure they are longer term) connected vehicles. that might arise from the uptake of new equitable, environmentally acceptable, technologies. and do not underline the efficiency of the Challenge 2 transport network. There is a risk some parts of the South Challenge 4 4.48 Some of the key challenges and East may be ‘left behind’. Many of the There is a risk that new technologies opportunities for future journeys in the service-based mobility models described may further fragment the delivery of South East include: above have the potential to make the transport services. This has the potential lives of residents around the South East to undermine strategic planning in significantly easier, particularly those who the South East and find ways of better have limited mobility, such as ageing integrating different transport modes members of the population who struggle to promote sustainable transport to access conventional public transport choices. This is particularly pertinent of modes. However, these services may Smart Ticketing technologies, which are not be economically viable in rural areas, currently being developed by multiple which means these parts of the South operators across the South East area. East risk being left behind. There is also a risk that new mobility services may only be accessible through channels that target particular demographics (e.g. younger people), which may mean other Our Strategy Futurejourneys 89
Challenge 5 The initiatives that will help address Conclusions There is a risk that the uptake of internet key future journey challenges are: shopping will generate more freight ‘Future-proof’ the digital and energy In this section we have shown how traffic, particularly freight that is not well infrastructure within the South East by we have applied the principles suited to more sustainable transport making provision for accelerated future described in Section 3 to the six modes such as rail. uptake. Journey Types to address the key transport challenges facing the South Addresses: Challenge 1 Challenge 6 East area. In the following section, we describe how we plan to implement Alternative fuel private vehicles won’t this Transport Strategy. solve the congestion problem. Although Incorporate ‘Mobility as a Service’ into the switch to electric cars may reduce the current public transport network harmful greenhouse gas emissions, it will (and potentially for private vehicles too), not reduce traffic levels on the network. to provide better accessibility for a wider range of the population.
Addresses: Challenge 2 , Challenge 3 , Challenge 4 and Challenge 5
Encourage consistency in the ‘Smart Ticketing’ arrangements across the South East, seek the use of ‘Pay as you Go’ and contactless payment.
Addresses: Challenge 4
Develop a Future Mobility Strategy for the South East to enable Transport for the South East to influence the roll out of future journey initiatives in a way that will meet Transport for the South East’s vision.
Addresses: All Challenges 90 Transport Strategy for the South East 91
Chapter 5 Implementation 92 Transport Strategy for the South East
Introduction Priorities for interventions
5.1 This section outlines how the Transport 5.2 The previous section highlighted medium and low) and timeline (short, Strategy will be delivered. It outlines examples of schemes, interventions and medium and long term). broad priorities for interventions, policies that will support the delivery 5.5 The priorities for interventions and outlines a high-level schedule for these of this Transport Strategy. Some of suggested timescales identified by interventions, describes who will be the schemes identified are relatively partners and stakeholders are shown in involved in delivering the Transport advanced in their development. Others Figure 5.1 and are summarised below: Strategy, how progress will be monitored, are at feasibility stage, or earlier, in their governance arrangements, and next development cycle. • Highway schemes changing traffic steps. flow patterns of the road network 5.3 It is acknowledged that the current means there will always be a need for pipeline of highway and rail schemes localised improvements to address being delivered through the Road issues that will continue to arise. New Investment Strategy and Rail Investment roads, improvements or extension of Programmes will address short term existing ones should be prioritised in capacity and connectivity challenges. the short term but become a lower However, In the longer term, the focus priority in the longer term. Highways should shift away from road building schemes should target port access, (planning for vehicles) towards investing major development opportunities, and in public transport services (planning for deprived communities. people) and, supporting policies such as integrated lands use and transport • Railway schemes are high priority planning and demand management across all timelines – Brighton Main policies (planning for places). Line upgrades are prioritised for the short term, while new Crossrail lines 5.4 In the course of developing the strategy, a are a longer-term goal. wide range of partners and stakeholders have been asked for their priorities for • Interchanges are a high priority schemes and interventions across the across all timelines where these South East. The interventions have facilitate multi modal journeys and been categorised by importance (high, create opportunities for accessible development. Implementation Priorities for interventions 93
Figure 5.1 The Phasing of Priority Interventions
• Urban transit schemes (e.g. Bus Rail and Sustainable Urban Mobility Rapid Transit and/or Light Rail Transit schemes, where appropriate for the Rail and public urban areas they serve), are high transport priority and generally medium to long term. • Public transport access to airports Integrated transport, spatial planning and demand management policies is a high priority and, in the case of Heathrow Airport, must be delivered Policy alongside airport expansion. Alternative fuels, digital, Integrated Ticketing and shared Mobility as a Service • Road and public transport access to ports is also high priority and prioritised for delivery in the short term.
Technology and innovation in • Automation transport technology – vehicle, fuel and digital technologies – is supported, however the widespread roll-out of Technology Roads targeting ports and deprived communities some beneficial technologies may only be realised in the medium- to long- term. • Planning policy interventions are
relatively high priority and short term. National Road Roads Fund Investment • More significant demand (e.g. RIS2, Strategy 3 management policy interventions are MRN, LLM) Highways a much longer-term goal.
Time 94 Transport Strategy for the South East
Figure 5.2 Financing options Funding and Security financing Council Multiple Corporate Asset Balance Balance Balance Backed Sheet Sheets Sheets Security
Institutional – 1 Transport for the 5.6 Investors UK Municipal Corporate Project Funding sources and financing South East “Funding Bond Agency Bonds Bonds arrangements are an important and Financing Options” consideration in the development of an (October 2019). implementation plan for schemes and interventions identified in the Transport Commercial – Strategy. In this context, it should be Commercial Developer Project noted that: Banks Lending Finance / • Funding refers to the capital which Asset Backed
Source pays for the up-front costs of the Vehicles scheme (i.e. it does not need to be directly repaid); and Policy Bank / – – • Financing refers to how the capital Multilateral Policy Banks Multilateral requirements of the scheme are met Project from various sources that are repaid Finance over time. Financing is generally required for a project if funding is insufficient to cover the projects total HM Treasury – – – costs during construction. Public Works and 5.7 A “Funding and Financing Options” 1 Loan Board Technical Report has been developed as part of the Transport Strategy, which explores potential funding mechanisms for schemes and interventions has been developed as part of the Transport Strategy. This strategy has been designed so that it can be tailored to specific infrastructure investment projects. Implementation Monitoring and evaluation 95
Monitoring and evaluation
5.8 Due to the number and scale of 5.10 A mechanism for monitoring and schemes and interventions put forward evaluating the progress of the Transport as priorities, it is acknowledged that Strategy will be established. This will multiple sources of funding and include monitoring the delivery of the financing will be required to deliver priorities summarised in paragraph 5.5. the Transport Strategy. A summary of It will also include tracking outcome the most common routes to financing orientated Key Performance Indicators, infrastructure is provided in Figure 5.2. which are described below.
5.9 Public finance is likely to remain the 5.11 Transport for the South East will use a key source of funding for highway set of Key Performance Indicators to and railway infrastructure in the near monitor the outcomes of this Transport future. Looking further ahead, in order Strategy in advancing the Strategic to manage demand and invest in Priorities outlined in Section 3 (paragraph sustainable transport alternatives, new 3.14). These indicators are listed in Table 5.1 funding models will need to be pursued below. in future in order to secure finance to implement schemes. This could include funding models, such as hypothecated road user charging schemes, as a means of both managing demand in a ‘Pay as you Go’ model or as part of a ‘Mobility as a Service’ package, as well as providing much needed funding for investing in sustainable transport alternatives.. 96 Transport Strategy for the South East
Table 5.1 Key Performance Indicator
Strategic Priorities Indicators
Better connectivity between our major economic hubs, The delivery of improved road and railway links on corridors in need international gateways and their markets. of investment. Improved public transport access to Heathrow Airport. Improved long-distawnce rail services (measured by journey time and service frequency). Economic More reliable journeys for people and goods travelling between the Improved Journey Time Reliability on the Strategic Road Network, South East’s major economic hubs and to and from international Major Road Network, and local roads (where data is available). gateways. Improved operating performance on the railway network, measured by Public Performance Measure (PPM) and other available passenger and freight performance measures, where available (e.g. right time delivery).
A transport network that is more resilient to incidents, extreme Reduced delays on the highways network due to poor weather. weather and the impacts of a changing climate. Reduced number of days of severe disruption on the railway network due to poor weather. Metrics relating to reduced delay on road network suffering from Road Traffic Collisions.
A new approach to planning that helps our partners across the The percentage of allocated sites in Local Plans developed in line South East meet future housing, employment and regeneration with Local Transport Plans. needs sustainably.
A ‘smart’ transport network that uses digital technology to manage Increase in the number of bus services offering ‘Smart Ticketing’ transport demand, encourage shared transport and make more payment systems. efficient use of our roads and railways. Number of passengers using ‘Smart Ticketing’. Number of passengers using shared transport. Implementation Monitoring and evaluation 97
Strategic Priorities Indicators
A network that promotes active travel and active lifestyles to Increase in the length of the National Cycle Network in the South improve our health and wellbeing. East. Increase in the length of segregated cycleways in the South East. Increase mode share of trips undertaken by foot and cycle. Number of bikeshare schemes in operation in the area.
Social Mode share of walking and cycling.
Improved air quality supported by initiatives to reduce congestion Reduction in NOx, SOx and particulate pollution levels in urban and encourage further shifts to public transport. areas.
An affordable, accessible transport network for all that promotes A reduction in the indicators driving the Indices of Multiple social inclusion and reduces barriers to employment, learning, Deprivation in the South East, particularly in the most deprived social, leisure, physical and cultural activity. areas in the South East area.
A seamless, integrated transport network with passengers at its Increase in the number of cross-modal interchanges and/or heart, making journey planning, paying for and using different ticketing options in the South East. forms of transport simpler and easier.
A safely planned, delivered and operated transport network with Reduction in the number of people Killed and Seriously Injured by no fatalities or serious injuries among transport users, workforce or road and rail transport. the wider public.
A reduction in carbon emissions to net zero by 2050 to minimise Reduction in carbon emissions by transport. the contribution of transport and travel to climate change.
A reduction in the need to travel, particularly by private car, to A net reduction in the number of trip kilometres undertaken per reduce the impact of transport on people and the environment. person each weekday. A reduction in the mode share of the private car (measured by passenger kilometres). Environmental A transport network that protects and enhances our natural, built No transport schemes or interventions result in net degradation in and historic environments. the natural capital of the South East.
Use of the principle of ‘biodiversity net gain’ in all transport No transport schemes or interventions result in a net loss of initiatives. biodiversity.
Minimisation of transport’s consumption of resources and energy. Reduction in non-renewable energy consumed by transport. 98 Transport Strategy for the South East
Powers and Functions 5.13 Under current legislation relating to Sub- Transport national Transport Bodies sets out that 5.12 Transport for the South East proposes the Secretary of State will remain the final to become a statutory Sub-national decision-maker on national transport for the South Transport Body, as described in Part strategies. However, the Secretary of 5A of the Local Transport Act 2008 (as State must have regard to a Sub-national East’s role amended). Transport for the South East Transport Body’s statutory Transport proposes to have the ‘general functions’ Strategy. This demonstrates the need of a Sub-national Transport Body as set for the strong, ongoing relationship out in Section 102H (1) of this legislation. between Transport for the South East The general functions are: and Government on developing schemes • to prepare a transport strategy for the and interventions. South East; 5.14 The consultation on the draft proposal • to provide advice to the Secretary of to Government ran from 7 May to 31 July State about the exercise of transport 2019. This process was concurrent with functions in relation to the South East the development of the draft Transport (whether exercisable by the Secretary Strategy. The draft proposal identifies of State or others); powers required in order to successfully • to co-ordinate the carrying out of deliver the Transport Strategy. These transport functions in relation to the powers include: South East that are exercisable by different constituent authorities, with • General Functions: The powers to a view to improving the effectiveness prepare a transport strategy, advise and efficiency in the carrying out of the Secretary of State, co-ordinate the those functions; carrying out of transport functions, • if the Sub-national Transport Body make proposals for the transfer of considers that a transport function functions, make other proposals about in relation to the area would more the role and functions of the Sub- effectively and efficiently be carried national Transport Body; out by the Sub-national Transport • Railways: The right to be consulted Body, to make proposals to the about new rail franchises and to set Secretary of State for the transfer High Level Output Specification for the of that function to the Sub-national railway network in the South East; Transport Body; and • Highways: The powers to set a Road • to make other proposals to the Investment Strategy for the Strategic Secretary of State about the role and Road Network in the South East, to functions of the Sub-national Transport enter into agreements to undertake Body. certain works on roads in the South Implementation Transport for the South East’s role 99
East, to acquire land to enable the 5.15 Transport for the South East does not delivery of schemes, and to construct propose seeking the following functions highways, footpaths, bridleways; or powers (some of these are subject to • Capital grants for public transport any structural changes in the governance facilities: The powers to make capital of the rail network recommended by the grants for the provision of public Williams Rail Review): transport facilities; • set priorities for local authorities for • Bus service provision: The duty to roads that are not part of the Major secure the provision of bus services Road Network; through Quality Bus Partnerships; • be responsible for any highway • Smart Ticketing: The powers to maintenance responsibilities; introduce integrated ticketing • carry passengers by rail; schemes; • take on any consultation function • Establish Clean Air Zones: The powers instead of an existing local authority; to establish Clean Air Zones; and • give directions to a constituent • Other powers: The right to promote or authority about the exercise of oppose Bills in Parliament; and transport functions by the authority in • The powers which are additional their area; to the general functions relating to • act as co-signatories to rail franchises; Sub-national Transport Bodies will be or requested in a way that means they • be responsible for rail franchising. will operate concurrently and with the consent of the constituent authorities. 5.16 The Williams Rail Review may recommend significant changes to the structure of the rail industry, which could affect the role of Sub-national Transport Bodies in the planning and delivery of rail infrastructure and service specifications. Transport for the South East will review the White Paper due for publication in autumn 2019 and assess its potential future role in the railway industry in due course. 100 Transport Strategy for the South East
Governance Network Rail, Highways England and Transport for London have been co- 5.17 Transport for the South East has put in opted onto the Board.. place governance arrangements that • The Partnership Board works by will enable the development, oversight, consensus but has an agreed approach and delivery of the Transport Strategy. to voting where consensus cannot It is envisaged that this governance be reached and for certain specific framework will be further formalised decisions. when Transport for the South East • The Partnership Board has appointed becomes a Statutory Sub-national a Transport Forum to act as an Transport Body. The governance advisory body to the Senior Officer arrangements are summarised as follows: Group and Partnership Board. This • Transport for the South East is forum comprises a wider group of governed by a Shadow Partnership representatives from user groups, Board. The Shadow Partnership transport operators, borough and Board is formed of elected members district councils and business groups. from each constituent Member The Transport Forum meets quarterly authority with the six Berkshire unitary and is chaired by an independent authorities being represented by person appointed by the Partnership one elected member through the Board. Berkshire Local Transport Body. This • The Partnership Board and Transport body elects a Chair and Vice Chair from Forum are complemented by a the constituent members. It currently Senior Officer Group, which provides meets four times a year. Transport for expertise and co-ordination to the South East’s regulations provide Transport for the South East’s activities for the appointment of persons who and the Shadow Partnership Board are not elected members of the (including the development of the constituent authorities but provide Transport Strategy). The Senior Officer highly relevant expertise to be co- Group meets monthly. opted members of the Partnership Board. Currently a representative from two of the five Local Enterprise Partnerships in the geography, two representatives from the boroughs and districts, a representative from the protected landscapes in the geography, the chair of the Transport Forum and representatives from Implementation Next steps 101
Public Consultation Revision and approval of Next steps the Transport Strategy 5.18 A public consultation exercise is being undertaken on the draft Transport 5.20 Following consideration of all feedback, Strategy in the autumn of 2019. The the draft Transport Strategy will be purpose of the consultation is to seek the revised, and a final version will be views of a wide range of stakeholders on approved by the Shadow Partnership the draft Transport Strategy. The aim is to Board and published in spring 2020. ensure buy-in to the vision of the future This Transport Strategy will be reviewed set out in the Transport Strategy. The updated every five years. consultation exercise is being undertaken over a twelve-week period. The Transport Future Programme of Studies Strategy, Integrated Sustainability 5.21 Transport for the South East is planning Appraisal, and supporting evidence are to commission a set of studies to explore being made available to the public and some of the themes outlined in this all consultees along with a consultation Transport Strategy, which will include questionnaire. The consultation exercise is area studies that focus on types of being publicised online, in the press and corridors and journeys in the South East on social media. The online information and further work on various thematic for the Public Consultation is being studies. These studies are likely to include supplemented by a series of engagement (but not be limited to) the following: events. • Areas focussed studies, which will 5.19 At the end of the consultation period, focus on groups of corridors as shown Transport for the South East will produce in Figure 5.3: South Central Area; South a consultation report on the draft East Area; and South West Area; and Transport Strategy that will summarise Figure 5.4: Inner Orbital Area; Outer an analysis of the responses and how the Orbital Area; . final version of the Transport Strategy • Freight Strategy and Action Plan; should evolve to reflect feedback • Future Mobility Strategy; provided. • Mobility as a Service; and • Smart and Integrated Ticketing.
5.22 A diagram showing a revised Route Map for Transport Strategy, including the timing and phasing of the area studies and thematic studies outlined above over two years, is provided in Figure 5.5. 102 Transport Strategy for the South East
Figure 5.3 Future Radial Area Studies
South West South Central South East Implementation Next steps 103
Figure 5.4 Future Orbital Area Studies
Inner Orbital
Outer Orbital 104 Transport Strategy for the South East
Figure 5.5 Transport for the South East Road Map
July October December March September March September 2018 2019 2019 2020 2020 2021 2021
Economic Connectivity Review
Transport Strategy Development
Public Consultation
Final Strategy
Area Studies Tranche 1
Area Studies Tranche 2
Strategic Investment Plan
Thematic Studies:
Freight Strategy
Smart Ticketing
Mobility as a Service
Future Mobility Implementation Next steps 105
Conclusions In this draft Transport Strategy, we have set out a clear, ambitious vision for the South East area as a leading global region for net-zero carbon, sustainable economic growth. We are committed to turning this vision into a reality, working with our partners a better connected, more sustainable South East which will benefit of everybody who lives in, works in, and visits our area.