London to Wales Route Strategy March 2017 Contents 1

Home , M40 corridor, M4 corridor, M4 motorway

London to Wales Route Strategy March 2017 Contents 1. Introduction 1 Purpose of Route Strategies 2 Strategic themes 2 Stakeholder engagement 3 Transport Focus 3 2. The route 5 Route Strategy overview map 7 3. Current constraints and challenges 9 A safe and serviceable network 9 More free-flowing network 9 Supporting economic growth 10 An improved environment 10 A more accessible and integrated network 10 Diversionary routes 14 Maintaining the strategic road network 15 4. Current investment plans and growth potential 17 Economic context 17 Innovation 17 Investment plans 17 5. Future challenges and opportunities 21 6. Next steps 27

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Highways England 1. Introduction

The modernisation of England’s motorways and major A roads, also known as the strategic road network (SRN), is making a vital contribution to economic wellbeing and growth. This Route Strategy – one of 18 such reports – provides a statement on the current performance of, and perceived pressures on, the London to Wales route to inform the planning of future investment.

The SRN supports national and local economic prosperity by:

■■ linking together major cities

■■ connecting with extensive local road networks

■■ providing links to major ports, airports, and rail terminals

■■ enabling good access to regions and cross-border routes between the nations of the United Kingdom

The establishment of Highways England through the Infrastructure Act 2015 has changed fundamentally the way we plan investment in the network. Funding is now determined every 5 years, in the Road Investment Strategy (RIS), which is set by Government. We are currently delivering on the commitments that were set out in the first RIS covering 2015 to 2020, which are already making a difference for road users across the network. At the same time, we are working closely with the other 3 bodies with statutory responsibility for the RIS – Department for Transport, Office of Rail and Road and Transport Focus – on preparing for the next RIS (RIS2) for the period after 2020.

1 2 London to Wales Route Strategy

RIS1 Strategic ision as reiterated in RIS Post 2020: Planning ahe ad Purpose of Route Strategies RIS1 Strategic ision as reiterated in RIS Route Strategies provide a high level view of the current Post 2020: Planning ahe ad performance of the SRN as well as issues perceived by E conomy Environment our stakeholders that affect the network. They are one of the key components of research required for developing E conomy Environment Network the RIS. This suite of Route Strategies builds upon the Integration analysis underpinning the first set of Route Strategies capability undertaken between 2013 to 2015, which together Network capability Integration provided the first comprehensive assessment of the entire network. This time the Route Strategies aim to: Safety

■■ bring together information from key partners, Safety motorists, local communities, construction partners, Figure 1.1 - RIS1 strategic vision environmental groups and across the business Highways England Strategic Business ■■ achieve a better understanding of the condition Plans key outcomes and performance of our roads, and local and Highways England Strategic Business regional aspirations Plans keyS outcomesupporting economic growth through a modernised and reliable network that reduces delays, cr eates jobs ■■ shape our investment priorities to improve the service and helps business compete and opens up new areas Suppforo dretingvelo epcmeo nnot m ic growth through a modernised for road users and support a growing economy and reliable network that reduces delays, cr eates jobs and helps business compete and opens up new areas help inform the next RIS1 More free-flowing network where routine delays ■■ for developme nt are more infrequent, and where journeys are safe r and more reliable More free-flowing network where routine delays Strategic themes are more infrequent, and where journeys are safe r andS mafeor ea ndrelia sbelerv iceable network where no one The Government’s vision for transforming the SRN is should be harmed when travelling or work ing on the network described in the Road Investment Strategy post 2020: Safe and serviceable network where no one Planning Ahead document available on www.gov.uk. This should be harmed when travelling or work ing on vision builds on the 5 broad aims published in the Road the Inmeprtworkoved environm ent where the impact of our activities is further reduced, ensuring a long-term and Investment Strategy for 2015-2020: economy; network sustainable beneﬁt to the environment Improved environm ent where the impact of our capability; integration; safety; and the environment. It also activities is further reduced, ensuring a long-term and builds on Highways England’s 5 strategic outcomes (see susMtaoinraeb alecc beensse ﬁtib tloe tahnde e innvtiroegnrmeatendt network that gives peop le the freedom to choose their mode of Figures 1.1 and 1.2). Using the evidence from this and the transport and enable safe movement acro ss and other 17 Route Strategies, we will develop proposals that Moalore nagccsideess thibel en eatndwor ikn t egrated network that gives peop le the freedom to choose their mode of can help bring the Government’s vision for roads to life. transport and enable safe movement acro ss and alongside the network Figure 1.2 - Highways England strategic outcomes

1See Chapter 6 for more information on the next RIS

2 Highways England

Transport Focus We commissioned Transport Focus, the road user watchdog, to undertake research on road user priorities. More than 4,400 interviews were undertaken with drivers Stakeholder engagement across the SRN. Figure 1.4 below shows the breakdown by user type and purpose. Building on the engagement we started in the first round of Route Strategies, we have continued to work Completed interviews closely with a wide range of stakeholders to enhance our understanding of the strategic road network, and identify 3,487Completed interviews79% where users and other stakeholders feel investment is needed. 3,487322 79%7% We used a number of methods to collate information. For example, we launched an online tool for customers 322 7% and stakeholders over the summer of 2016 to inform us 407 9% of the issues and challenges on our roads that affected them. As well as information collated from a range of 206407 5%9% people within Highways England, more than 300 different stakeholder organisations provided important feedback 206 5% on the network during the evidence collection period. Commuting 501 11% There were also more than 370 individual members of the public who contributed information. In total, around 2,700 Commuting 501 11% Business 1,367 31% individual points were raised by external stakeholders.

Business Leisure 2,4571,367 56%31%

Figure 1.4 - Driver sample breakdown Leisure250 fleet managers2,457 from 56%a mix Business of industries sie and regions Local authority 250 fleet managers from a mix STBs/LEPs of industries sie and regions

Individuals

Others The research found that the London to Wales route was one of the lower rated routes, with only 55% and 61% of users rating their experience of the motorway and A road sections respectively as either extremely good or fairly good. However, as Table 1.1 shows, only 27% of Figure 1.3 - External stakeholder responses users still experienced problems using the route, with congestion and roadworks cited as the two main causes. We are increasingly working with subnational transport The full report has been published on Transport bodies (STBs), including Midlands Connect, England’s Focus’s website www.transportfocus.org.uk/research- Economic Heartland and Transport for the North, so we publications/publications/road-to-the-future. can ensure that their developing strategies and planning We will continue to work closely with Transport Focus to are integrated into our thinking (and vice versa). understand customer priorities to ensure that the next RIS reflects their needs.

3 London to Wales Route Strategy

Experienced Second largest Route impacted Largest problem problems % problem

61% M25 to Solent

58% London Orbital and M23 to Gatwick

50% South Coast Central

46% Solent to Midlands

44% East of England

43% Birmingham to Exeter

41% South West Peninsula

41% North and East Midlands

40% London to Scotland East

40% South Pennines

39% Kent Corridor to M25

37% London to Scotland West

32% Midlands to Wales and Gloucestershire

30% Felixstowe to Midlands

30% South Midlands

28% London to Leeds

27% London to Wales

17% North Pennines

Delays caused Roads busy/ Congestion/ Roadworks by accidents/ high volume traffic queuing roads closed of traffic

Table 1.1 - Transport Focus summary

4 Highways England 2. The route

The London to Wales route plays a crucial role in supporting economic growth and serves several high-technology locations. It runs for approximately 255 miles from the outskirts of London through to Wales. It comprises the M4 Corridor which serves key cities such as Reading, Swindon and Bristol, and extends towards Newport along the M4, to Chepstow along the M48 and on the M49, and the M32 towards Bristol. It also includes the A404/A404(M) connecting the M4 to the M40 at High Wycombe.

The route is a high-standard network, comprising the M4 and the A404 which is a dual carriageway linking the M4 to KEY the M40. Smart motorways are being London to Wales route established on sections of the route SRN including from M4 junction 3 for Hounslow to junction 12 for Reading, which is currently being upgraded. Two sections of smart motorway stretch from junction 19 to junction 20 north of Bristol. The route links London in the east to many cities in the west, and provides a gateway to a large number of technology companies located in Swindon, Berkshire and the Thames Valley. Key towns and cities along the corridor include Slough, Reading, Newbury, Maidenhead, Swindon and Bristol. In addition it provides access to areas such as west Berkshire, Wiltshire, south Gloucestershire and Bath and north Somerset. It also provides links to key international gateways such as Heathrow Airport, Bristol International Airport and Bristol Seaport. On average, the M4 carries 130,000 vehicles per day. This motorway is a heavily used network by both strategic and local traffic. High flows of traffic occur in summer periods. The route connects with a number of other motorways to the west including the M5, and the rest of the M4 and M48. To the east, the route connects to the London Orbital motorway Figure 2.1 - Route overview map (M25) and the M40.

5 London to Wales Route Strategy

It provides a regional focal point for growth, particularly in locations such as Bristol, Swindon, Berkshire and southern Buckinghamshire where significant development is taking place. There are many strategic connections with other roads, rail, ports and airports carrying both freight, local and commuter traffic. The A34 provides access to Oxford to the north and Winchester and the Solent ports to the south. There are major shopping centres near the route such as Cabot Circus in Bristol and tourist destinations including Bath World Heritage City just south of the route. It also provides a link between Wales and western England along the Second Severn Crossing toll bridge. There is also a rail link that runs parallel to the route of the M4 with stations at Bath, Swindon and Reading. This is served by the Great Western Railway and the South Wales Mainline. To the west the route supports a large number of employment, education and residential areas on the fringes of Bristol where the development of new dwellings is likely, in addition to plans for residential developments in Chippenham and Swindon. Further development sites around Bristol include Emerson’s Green Enterprise Zone and the Filton Enterprise Area. To the east the route supports a large number of employment, education and residential areas in Reading, Maidenhead and Slough, where there is further development planned. There is considerable development in Oxfordshire which is heavily dependent on access to Heathrow. The route provides a These locations will open up economic opportunities along the M4 Corridor and are likely to increase the need gateway to a large for future capacity on the SRN. These developments will add to traffic demand along the network and could cause number of technology traffic to re-route onto local roads. There is a vast number of other local stakeholders including businesses, parish companies located in councils, airports and ports affected by the motorway. Swindon, Berkshire and The route also passes through or lies close to important environmental areas such as the Mendip Hills, the south the Thames Valley. tip of the Cotswolds Area of Outstanding Natural Beauty (AONB) and North Wessex Downs AONB.

6 Highways England

KEY London to Wales route Newcastle upon Tyne

PortLondon to Wales route Liverpool Manchester

Norwich AirportPort Birmingham Gloucestershire Airport Airport Airport London Junction number

Exeter Junction number

Blue sections are motorways Red sections are all purpose trunk roads

Penzance Airport

20 20

Heathrow Bristol Airport Port

re 1 London to Wales Routeae trategy oere a

Figure 2.2 - Route Strategy overview map

7 8 Highways England 3. Current constraints and challenges

This chapter outlines the emerging issues raised by stakeholders and More free-flowing network is supplemented by Highways Congestion is an issue at a number of sections on England information. the route, particularly where the M4 provides access to major urban areas around Bristol and London. The following text and figures within this chapter provide The sections where the M4 connects to other a summary of the information collected and applied to motorways (M25, M5, M32, M48, and M49) also our strategic themes. experience congestion, as does the A404/M40 at the Handycross roundabout. Congestion issues are most concentrated around urban A safe and areas. One example is congestion on the north side of serviceable network Bristol which affects the whole network because of the many conflicting traffic movements at critical points on the network. This in turn affects the resilience of the There are concentrations of safety issues at various network. Junctions 18 and 19 of the M4 and the A4174 points along the route, particularly at junctions close to Avon Ring Road also experience congestion. The major destinations such as London, Bristol, Swindon, M32 into Bristol suffers congestion in the southbound Reading and Slough. As the route is primarily made up of direction and journey time delays in the peak periods are motorway sections, incidents are often related to junction common. Furthermore, widespread queuing is common layouts and problems associated with congestion. on the A419 towards Blunsdon in the peaks at junction Near London on the M4 junctions 5-10 are among the 15. The A404 on the Maidenhead section of the route worst ranked for safety issues. Further west, sections of has capacity issues with future traffic growth likely with the M4 between Swindon and Bristol such as junctions planned development in Maidenhead town centre. The 15 and 16 are also among the worst ranked. There are M4 between junctions 5 and 7 contains some of the also reports of signs not being clear and complaints worst performing sections for free flowing traffic on about lane designations. the network. Further west, responsibility for servicing the network Other issues that hinder a free-flowing network are at M4 junctions 15 and 16 for circulating carriageways problems of flooding and a lack of CCTV, variable and slip roads fall under different authorities’ jurisdiction. message signs or safety cameras and issues with This introduces complexity over scheme design and traffic signals. implementation and maintenance challenges are a particular issue on elevated sections.

9 London to Wales Route Strategy

Supporting economic An improved environment growth

The route is a critical strategic link that spans high- The route passes through a number of areas experiencing technology employment areas and key gateways such different environmental challenges. Air quality is a key as Heathrow, west London hotspots and the Upper issue as the route passes through a number of AQMAs Lee Valley to the east. As a major corridor through including in Reading and Bristol. the country, the route plays a major role in supporting To the east of the route towards the M25 London the national economy and will remain a key driver in Orbital, noise pollution is a concern with numerous noise supporting economic growth in the south. important areas identified. Suitable noise mitigation There are a large number of current and proposed measures have not yet been identified. Between Slough development opportunities both alongside the route and Reading, there are clusters of flooding and water and near to other major highways corridors that pollution and between the A308 and A404, litter and anti- directly access the route. In the west, this includes social behaviour is common in laybys. There is a flooding employment areas such as the Bristol North Fringe, and pollution cluster site between junction 16 and 17. Filton and Emerson’s Green to the east of the city. On the west of the route, there is a SSSI at junction 17 The northern fringe of Bristol will experience a high between Bristol and Swindon known as the Stanton degree of expansion in the coming years. Severnside St Quintin Quarry and Motorway Cutting. The Severn and Avonmouth will also experience growth and an Estuary is also a SSSI and a Ramsar site (wetland intermediate junction on the M49 is likely to facilitate this. site designated of international importance under the Bristol Docks are also a focal point of growth and Bristol Ramsar Convention). Port has consent to construct a deep sea container facility at Avonmouth. These developments are all likely to affect the SRN. A more accessible and In Wiltshire, there are proposals for additional dwellings to be built at Chippenham and Swindon. Business integrated network developments are also proposed at junction 17 of the M4 near Chippenham and Malmesbury. As major residential Within the evidence, locations have been identified where and employment developments occur across the route, there is a lack of safe and convenient cycle facilities and this will put pressure on the motorway. crossing points on both the M4 and near London on the A404. On the A404 there are problems for non-motorised The West of England’s local enterprise partnership is road users (NMUs) crossing the road on existing rights currently working through a joint transport study for of way. post-2026 and is exploring solutions to accommodate the known levels of growth and then looking at solutions Near Heathrow local roads are used by HGVs, which for future growth leading up to 2036, including a new affects villages, and there have been calls to direct HGVs junction between junction 18 and junction 19. A feasibility to and from the A4 at M4 junctions 3 and 5. study to look at this has been funded by the Department Furthermore, access to Avonmouth and Severnside is for Transport. currently deemed unsatisfactory, especially with the high growth rates in the area.

10 Highways England

London to Wales - Route Strategy: Map 1 of 3

KEY

Supporting economic growth

Chepstow Free-ﬂowing network Safe and serviceable network

8 4 Improved environment M M Accessible and integrated network 4 North Bristol/South Gloucestershire Severn Estuary: various 8 environmental designations signiﬁcant development aspirations

M4 5 M Newport M4 20 M4 (M5–M32) capacity issues Severnside development: M pressures on the M49 4 Safety issues: M4/M32 junction, A429 9 M4 junctions 19 to 20, all M32 and between M4 junctions 17 and 18 A46 M4 for the MSA access/egress Future growth at Bristol Port 19 M32 capacity issues M4 17 M4 18 see ap Bristol 18 32 M 5 AQMA Bristol A350 M Flooding issues M32 junctions 2–3 and M4 junctions 19–20 A46

Chippenham

Bristol

Bristol: signiﬁcant development aspirations including City Deal and Enterprise Zone

Bristol International Bath Figure 3.1 - Key challenges for the route

11 London to Wales Route Strategy

London to Wales - Route Strategy: Map 2 of 3

M4 west of Swindon capacity issues Swindon: signiﬁcant development aspirations Junction 17 safety issues Swindon A419 A429 16 M4

15 M4 17 Flooding and water see ap pollution cluster Flooding and water pollution cluster M A34 M4 A346 4 A350 Chippenham 14 13 12 Junctions 14–15 safety issues Wider Wiltshire signiﬁcant development aspirations M A34 4 see ap

Newbury

KEY

Supporting economic growth Free-ﬂowing network Safe and serviceable network Improved environment Accessible and integrated network

Figure 3.2 - Key challenges for the route

12 Highways England

London to Wales - Route Strategy: Map 3 of 3

High Wycombe M 40 M25 4 0 4 A KEY A404/A404(M): capacity issues A40 Supporting economic growth Uxbridge Free-ﬂowing network J8–M25 capacity issues Safe and serviceable network Slough AQMA Improved environment Maidenhead South Bucks AQMA Slough Key safety issues - Accessible and integrated network A one of the worst 4 0 sections on the SRN 4 (M ) 8 Windsor AQMA 4b M4

Junction 6–M25 safety issues Junctions 10–8 Noise important Flooding and water Heathrow safety issues area cluster see ap pollution cluster A33 M A 4 3 Reading 29 London Heathrow (M Junctions 12–11 safety issues ) future growth

12 Reading AQMA (includes M4 J11) Staines-upon- Bracknell Thames

A 3 Wokingham AQMA 29 (M Flooding and water ) pollution cluster Wokingham signiﬁcant M25 A33 development aspirations

Figure 3.3 - Key challenges for the route

13 London to Wales Route Strategy

Diversionary Routes An essential facet of a resilient road network is the ability to effectively divert traffic away from closed carriageways in the event of an unplanned incident. The map indicates the KEY KEY diversionary routes that currently exist on this route and that have been agreed with the local road network operator. However, it should be noted that the provision of these Route routes is dependent upon the nature of the incident and the suitability and availability Route of the surrounding network. In some instances, the diversion route may not be suitable DiversionDiversion road road network network via local via road local road for HGV traffic or might not be available due to events on the local road network. A review is currently underway to improve the quality and coverage of these routes, and StrategicStrategic road road network network to improve theota traffic rae management Surey ata ro procedures oyrgt a ataae that rgt are relied upon to implement these routes in the event of a carriageway closure.

Figure 3.4 - London to Wales diversionary routes

14 Highways England

Maintaining the strategic road network We carry out routine maintenance and renewal of roads, structures and technology to keep the network safe, serviceable and reliable. We also ensure that our contractors deliver a high level of service on the SRN to support operational performance and the long-term integrity of the asset. The heavy year-round use of all our routes means that they require regular maintenance and inspections for repairs to keep them fully operational, in order to support economic growth. Our maintenance regime focuses on 4 key aspects of the routes: road surfaces, bridges and structures, drainage and earthworks. The summary condition of each on this route is set out below:

Road surface The surface condition across the route is considered to be sound or having some deterioration with less than 0.5% having severe deterioration that would require Future developments focused investigation. We have taken steps to transform our approach to maintenance by establishing an asset management Bridges and structures programme that develops and implements the Asset The structures across the route are mostly in very good Management Framework for Highways England. or good condition. According to an analysis of current data, fewer than 2% of our structures are in poor or very The framework aligns strategic objectives with regional poor condition. asset management plans and lifecycle asset management plans. It also includes the analysis required to plan the Drainage investment and expenditure on the strategic road network Drainage assets are represented by both linear assets (for during the next road period, developing the business example pipes, channels, ditches, drains) and non-linear case options for capital renewals. It will provide a clear assets (for example gullies, chambers). Across the route, articulation of the total value that will be delivered by drainage assets are considered to be in good condition investment in RIS2, including the costs and benefits of for linear assets and very good condition for non-linear delivering the capital renewals programme. assets. Of those assets inspected, 70% of linear assets have been assessed as having no defects or only Operations superficial defects, with 95% of the non-linear assets also We are establishing a nationally consistent approach to falling into those same categories. the management of our operational capability through our Operational Excellence change programme. This will Earthworks deepen our understanding of how our interventions impact The geotechnical earthworks across the route are on the performance of the network and on the journeys of considered to be in good condition, with the total length our customers. We are using the latest analytical software of earthworks that require further investigation amounting to process traffic data and gain insight into: to less than 8%. ■■ how our operational services can improve safety New assets have an operational ‘life’, during which, and provide security to road users under normal conditions and maintenance, the risk of ■■ how the attendance of a traffic officer has an impact failure is expected to be low. Beyond this period, the on incident durations risk of asset failure is expected to increase, although for ■■ how information provided by Highways England many types of asset the risk of failure remains low and can benefit road users who plan their journeys we do not routinely replace assets solely because they beforehand and then while on their journeys are older than their expected operational life. We use a combination of more regular maintenance and inspection, By better understanding our current operational along with a risk-based approach to ensure that assets performance, we can create a baseline from which we remain safe while achieving value for money from our can identify opportunities for improvement. maintenance and renewal activities.

15 16 Highways England 4. Current investment plans and growth potential

Investment in the strategic road ■■ commercial development – an assessment of the relationship between the main property sectors and network can make areas more the SRN attractive for inward investment, ■■ international gateways – a review of principal international gateways (ports and airports) and their unlock new sites for employment and contribution to the economy housing and facilitate regeneration. ■■ socio-economic analysis and future forecasts – mapping of socio-economic data (population, deprivation and employment) and sectoral forecasts From servicing the UK’s logistics needs, linking our up to 2030. This included identification of the likely manufacturing heartlands and connecting to our growth forecasts for all sectors with a particular focus international gateways, supporting services-driven activity on those sectors heavily dependent on the SRN in high-growth towns and cities, to meeting the needs of our visitor economy, the SRN is critically important to The Road to Growth sets out our evidence findings to servicing the UK economy. date and the steps we will take to enhance our enabling role in supporting economic growth. Economic context Innovation Highways England has been working with a wide range of stakeholders to develop a strategic economic growth In April 2016, we published our Innovation, Technology plan, which we are calling The Road to Growth. This plan and Research Strategy which set out how Highways explores the economic role of the strategic road network, England will use pioneering behaviours to help support and aims to explain how we will further increase our our strategic objectives and create value for customers contribution to the UK economy. As part of the evidence and stakeholders. base for The Road to Growth, over 400 economic The £150 million Innovation Designated Fund was hotspots – or economic opportunity areas (EOAs) – established to support innovative capital projects and to around the SRN have been identified in consultation with support developing the use of emerging technologies, Local Enterprise Partnerships (LEPs). The figures in this new materials and ways of working. chapter highlight the EOAs which most closely align and are supported by the route. Investment plans To inform the development of The Road to Growth and assess the relationship between the SRN and economic The following figures show the location of Highways growth, a suite of evidence reports were completed. England major improvement projects which have These reports were published alongside The Road to previously been announced to help tackle some of the Growth discussion paper and were subject to public issues on the network. The Highways England website consultation from November 2016 to January 2017. and delivery plan updates should be consulted for the Alongside the engagement we have undertaken with latest information. all LEPs across England, the following evidence reports The figures also show strategic studies which have have ensured we have a more comprehensive economic been progressed during RIS1, innovation projects and evidence base and a better understanding of future economic opportunity areas. challenges and opportunities:

■■ economic growth and the SRN – an evidence review of the relationship between transport investment and economic growth

17 London to Wales Route Strategy

London to Wales - Route Strategy: Map 1 of 3

Chepstow

8 4 M M 4 8

M4 5 M Newport M

4 20

M4 9

Avonmouth, A429 Portbury and Portishead A46 KEY M4 M49 Avonmouth junction 17 M4 Highways England 18a M4 major improvement project Bristol 18 Innovation 32 5 M A350 Strategic study M A46 Economic opportunity areas Bristol Housing and mixed use Chippenham

Mixed employment cluster

Urban centre

International gateway Bath city centre Bristol Airport Industrial

Research and technology Bristol International Bath Energy

Intermodal transport hub

Logistics

Figure 4.1 - Investment plans and economic opportunity areas

18 Highways England

London to Wales - Route Strategy: Map 2 of 3

KEY

Highways England major improvement project Innovation

Strategic study

Economic opportunity areas Housing and mixed use

Mixed employment cluster

Urban centre

Swindon M4 International gateway

M4 junction 16 improvements Industrial Swindon Research and technology A419 A429 M4 junction 15 improvements Energy

M4 Intermodal transport hub

15 Logistics M4 17

M A34 A346 4 M4 A350 A350 Corridor Chippenham 14 13 12

M A34 4

Newbury

Figure 4.2 - Investment plans and economic opportunity areas

19 London to Wales Route Strategy

London to Wales - Route Strategy: Map 3 of 3

High Wycombe M 40 M25 KEY M40 Growth corridor

Highways England major improvement project Innovation

Strategic study 4 0

Economic opportunity areas 4 A404 Bisham roundabout improvement A Housing and mixed use A40 Mixed employment cluster Uxbridge Urban centre

International gateway Maidenhead Industrial Slough A M4 Research and technology 40 4( Energy M ) 8 Intermodal transport hub M4 junctions 3–12 4b M4 Logistics

Heathrow

A33 4 M A 4 3 M Reading 29 (M )

12 M4/A239

Staines-upon- M4 Bracknell Thames

A 3 29 (M )

A33 M25

Figure 4.3 - Investment plans and economic opportunity areas

20 Highways England 5. Future challenges and opportunities

Route Strategies have identified study areas on the strategic road network which require further investigation of the issues raised by stakeholders and identified through Highways England intelligence. These study areas will High Wycombe M now be assessed further as part of our development for RIS2. 40 M25

Chepstow 4 0 4 A A40 8 4 A404 from M4 junctions M 8/9 to M40 junction Uxbridge M 4 8 4 at High Wycombe M4 Corridor: M4 5 M junctions 15 to 18 Maidenhead Newport Slough M4 9 A 20 40 M4 M4 Bristol, M4 junctions 18 to 4 Swindon (M 22, M32, M48 and M49 A419 ) A429 8 M4 Severn Crossing M4 4b A46 M4 15 17 Heathrow 18a M4 Bristol 18 A34 A33 M A 4 4 3 M 2 A346 M4 29 3 ( 5 M A350 M M Reading ) A46 14 13 12 Chippenham Staines-upon- M4 Bracknell Bristol A34 Thames A 329 (M Newbury )

A33 M25 M4 Corridor: Bristol International Slough to Reading Bath

High Wycombe M 40 M25

A33 M25 M4 Corridor: Bristol International Slough to Reading Bath Note: The map presents the extent of study areas within the route. Colours/shading are for presentational purposes only and no prioritisation has been considered at this stage.

Figure 5.1 - Map of all study areas

21 London to Wales Route Strategy

High Wycombe MA404 from M4 junctions 8/9 to M40 junction 4 at High Wycombe 40 M25

■■ There are challenges of improved access for employment areas, longer-term housing growth, providing relief for M40 junction 4 (Handy Cross) and safe and efficient operation of the SRN between M40 junctions 2 and 4.

■■ Growth in Buckinghamshire and Northamptonshire and Chepstow 4 0 along the M40 Corridor may also affect travel demand 4

A on this link, as will mixed employment clusters such as A40 8 at the M4/A239. 4 M ■■ Traffic congestion on the A404 is likelyU toxb rincreaseidge as a M 4 8 result of all these growth pressures.

A33 M25

Bristol International Bath

22 High Wycombe M 40 M25

Highways England

Chepstow 4 0 4 A A40 8 4 M Uxbridge M 4 M4 Corridor: Slough to Reading 8

M4 5 M Maidenhead Newport Slough M4 9 A 20 40 M4 M4 4 Swindon (M A419 ) A429 8 M4 Severn Crossing M4 High Wycombe 4b A46 M M4 4 15 0 M25 17 Heathrow 18a M4 Bristol 18 A34 A33 M A 4 4 3 M 2 A346 M4 29 3 ( 5 M A350 M M Reading ) A46 14 13 12

Chepstow Chippenham 4 0

4 Staines-upon-

A Bracknell Bristol M4 Thames A34 A40 8 4 A M 3 Uxbridge 29 M Newbury (M 4 ) 8 A33 M25 M4 5 M Maidenhead Newport Bristol International Bath Slough M4 9 A 20 40 M4 M4 4 Swindon (M A419 ) A429 8 M4 Severn Crossing M4 4b A46 M4 15 17 Heathrow 18a M4 Bristol 18 A34 A33 M A 4 4 3 M 2 A346 M4 29 3 ( 5 M A350 M M Reading ) ■■ All lane running smart motorway scheme is to be introduced on the M4 between junctions 3 and 12, which is likely to improve journey time reliability on this stretch of A46 14 13 12 the route. Chippenham ■■ Ease of access/regress for localS traffictaines-u joiningpon- the network will require further investigation. M4 Bracknell Bristol A34 This is particularly from junction T5h aformes Langley, junction 6 for Slough and Windsor, A junctions 8/9 for Maidenhead and junction 10 for Reading and Wokingham, which are 329 seeing expansive growth plans. (M Newbury ) ■■ There are significant development aspirations along this section of the route, in addition A33 to the expansion of HeathrowM25 airport, will increase demand.

Bristol International Bath

23 High Wycombe M 40 M25

London to Wales Route Strategy

Chepstow 4 0 4 A A40 8 4 M Uxbridge M 4 8 M4 5 M4 Corridor: junctions 15 to 18 M Maidenhead Newport Slough M4 9 A 20 40 M4 M4 4 Swindon (M A419 ) A429 8 M4 Severn Crossing M4 4b A46 M4 15 17 Heathrow 18a M4 Bristol 18 A34 A33 M A 4 4 3 M 2 A346 M4 29 3 ( 5 M A350 M M Reading ) A46 14 13 12 Chippenham Staines-upon- M4 Bracknell Bristol A34 Thames A 3 ■■ This section of the route includes some of the worst parts of the network for journey delays. 29 (M Newbury ) ■■ Development around Swindon, Bristol and Chippenham is likely to increase travel demand along the M4 motorway corridor. A33 M25

Bristol International ■■ Growth in Swindon town centre, Wichelstowe and the New Eastern Villages will also increase Bath travel demand in the M4 corridor.

■■ Improvements to the intersection of the M4 junction 15 and the A419 near Swindon aim to unlock one of the largest housing and commercial developments in the country.

24 Highways England High Wycombe M 40 M25

M4 Corridor: junctions 18 to 22

Chepstow 4 0 4 A A40 8 4 M Uxbridge M 4 8

M4 5 M Maidenhead Newport Slough M4 9 A 20 40 M4 M4 4 Swindon (M A419 ) A429 8 M4 Severn Crossing M4 4b A46 M4 15 17 Heathrow 18a M4 Bristol 18 A34 A33 M A 4 4 3 M 2 A346 M4 29 3 ( 5 M A350 M M Reading ) A46 14 13 12 Chippenham Staines-upon- M4 Bracknell Bristol A34 Thames A 329 (M Newbury ) ■■ The section of the M4 between junctions 18 and 19 is one of the worst parts of the network for journey delays. A33 M25

■■ Development around SwindonBristol Inter nandationa Bristoll may increase travel demand on the M4 motorway corridor. There is a projected 23% increase in population and 5,000 Bath dwellings in the northern fringe by 2026.

■■ Development at Severnside and Avonmouth will also lead to traffic growth in the area.

25 26 Highways England 6. Next steps

Our findings from this and other In the decision phase, the consultation feedback will assist the Department for Transport in developing RIS2. Route Strategies, as well as other In turn we will develop a Strategic Business Plan (SBP) setting out how we will deliver RIS2 as a business. research, will inform our first Strategic Both the RIS and SBP will be reviewed by the regulator Road Network Initial Report which of roads, the Office of Rail and Road, to ensure that we have made the most efficient decisions. The final is to be published later this year. documents are to be published in 2019. This will form the basis of a public consultation, which in turn will feed ■■ Strategic Studies into decision-making on the next Research ■■ Route Strategies ■■ Highways England produces Road Investment Strategy (RIS2). (2015-18) Strategic Road Network Initial Report on the state of the network We are looking ahead to the next RIS and how we can support the Secretary of State in ensuring that value for Evidence used money investments are made in the road network. The in drafting RIS2 process for developing RIS2 is set out in our licence, and is in 3 phases: research, decision and mobilisation. ■■ Department for Transport produces We are currently in the first phase –research phase Road Investment Strategy – where we are gathering wide-ranging evidence on Decision ■■ Highways England produces Strategic Business Plan the state of the network and how we can ensure that (2018-19) ■■ Office of Rail and Road reviews the improvements have maximum impact. The series of efficiency of both Route Strategies, of which this is one, is an important part of this phase alongside the outcomes of strategic studies which looked at particularly complicated RIS2 finalised problems on parts of the network and how to tackle and published them. Another key source of evidence is the Strategic Economic Growth Plan (The Road to Growth), which examines where and how the SRN can help support economic growth. This will emphasise that sectors Mobilisation ■■ Highways England produces the Delivery Plan dependent on the road network employ 7.4 million (2020) people, that we are already doing a great deal to support growth and that we want to do even more. Now that this series of Route Strategies is published, we 1 April 2020 - Road will continue our engagement with stakeholders, including Period 2 begins other transport providers and authorities, on how best to address problems and maximise opportunities. For example, in working towards seamless end-to-end Delivery (post 2020) journeys for our customers, we will be focussing on how the strategic road network links with local roads and Figure 6.1 - RIS2 high-level process other modes of transport. Findings from the research phase will feed into Highways England’s Strategic Road Network Initial Report, expected to be published later this year, which will outline Highways England’s ambitions for the network across 2020–2025 and beyond. The Initial Report will be the subject of public consultation.

27 London to Wales Route Strategy

In the finalmobilisation phase, we will set out a Delivery Plan with a detailed programme of investment to be carried out in 2020 to 2025 on the basis of the commitments in RIS2. Continued investment in modernisation, maintenance and operation will further improve the road network on top of the measures and schemes currently being undertaken, and will allow us to further support users of the strategic road network and the UK’s economy. The rigorous process of developing RIS2 should ensure that the best use is made of taxpayers’ money and that investments have the maximum impact. The views and perspectives of different stakeholders, including motorists, are important to us. Stakeholders may also wish to contact one of the partner organisations. For example, stakeholders can keep up to date with Transport Focus’ work, by signing up to their monthly electronic newsletter Road User Voice. Alternatively, stakeholders may prefer to make their views known through one of the many organisations involved in RIS2. They include the AA, RAC, RAC Foundation, Road Haulage Association, Freight Transport Association, Campaign for Better Transport, Confederation of British Industry and many others. We will provide information about the process and emerging findings at events for representative organisations in spring 2017. At the same time, we are developing the dialogue with emerging STBs, local government, LEPs, business groups and environmental organisations. We want to align our analysis, and eventually our decision-making, with that of other organisations, so that we can maximise the benefit of investment, for example focusing on improving the interconnectivity between different modes and between the strategic and local road networks. This should lead to a richer discussion during public consultation on the Strategic Road Network Initial Report.

28 29 If you need help accessing this or any other Highways England information, please call 0300 123 5000 and we will help you.

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