SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN May 2016 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN CONTENTS

A GROWING Page 7 CONTENTS 01 ECONOMY

TRANSPORT Page 15 02 CHANGES

COMPARATIVE Page 27 03 BENCHMARKING

TRANSPORT INVESTMENT Page 31 04 PACKAGES

CONCLUSIONS Page 43 05 AND NEXT STEPS

Appendices Page 44

3 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN FOREWORD SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN FOREWORD

FOREWORD A £151.9M Since the publication of our Growth Strategy in January SOLENT GROWTH 2015, we have been working hard to help this world- DEAL WITH THE class area achieve its full potential. GOVERNMENT HAS The Solent Strategic Economic Plan We are pleased to see some early investment and strategic plans* and at a Moving forward, with the continued thrust (SEP): Transforming Solent aims to place results from this work with the central government level, alongside the BEEN AGREED towards devolution and the agreement the Solent on a new and transformative announcement by Highways England investment and strategic plans of Network of devolution deals nationally as well as a growth trajectory and in order to do this in September 2015 of major upgrades Rail** and Highways England*** as well devolution deal under negotiation locally, we have set ourselves ambitious targets to the Strategic Road Network over as the investment plans of both local there is a unique opportunity to secure for growth and productivity. Meeting this the next five years, including enhancing public transport operators and regionally support from government for the local aspiration requires the area to create capacity on the M3 between Winchester significant private commercial transport area that underpins the aspirations and conditions that support growth. We and Southampton, enhancing capacity infrastructure operators including both ambitions of residents and businesses in have recently published a Productivity on the M27 between Southampton and airport and ports. the Solent. Our strategy remains focussed and Growth Supplement, which Fareham through SMART Motorways, on securing high growth opportunities highlights the need for significant a comprehensive improvement to the This plan sets out a clear and bold for the Solent, working with the business investment to modernise our transport strategic freight route interchange at ambition that in the period to 2040 community, individual businesses, local system, recognising that transport has Junction 9 of the M3 with the A34, we support and prioritise strategic key partners such as Solent Transport, a vital role to play by bringing businesses and junction improvements around transport investment in the Solent that as well as central government and and people closer together and fostering Southampton on the M27 and M271, will underpin the development of the its agencies. This Strategic Transport the agglomeration economies that make improving access to the Port of Solent so that it can achieve its economic Investment Plan provides a framework cities work. Transport connects people Southampton. potential. The Plan focusses on those within which we can accelerate the to jobs and products to markets, it economically transformative and longer delivery of the Solent Strategic Economic underpins supply chains and logistics This document seeks to provide a term investments necessary to support Plan, increasing productivity in the area networks, and it is fundamental to strategic investment framework for the and unlock the Solent’s growth potential and enabling the economy and people of domestic and international trade. The area and it seeks to inform the refresh of over the next 25 years, with a metro-style the Solent to achieve their full potential. connectivity, condition and capacity of our Solent Strategic Economic Plan (SEP). public transport service connecting our our transport network is therefore critical It will also inform further dialogue with cities playing a central role, alongside This document has been developed in a for improving productivity and increasing government, enabling us to build on the improved rail connectivity to London. It is changing environment and will be updated wealth creation. Key to this will be the investment commitments already made, recognised that alongside this we need to to reflect changes in the local economy, need to identify intelligent transport with a view to securing a greater level of embrace new and emerging innovations new innovations in technology****, as solutions to support the area’s ambitions. commitment to collective planning and in transport including the adoption of well as the need to respond to new local delivery of strategic transport across all autonomous and driverless solutions. growth opportunities that may come We have already agreed a £151.9m modes in the Solent and connecting the It is our intention that these creative forward under devolution. Solent Growth Deal with government, Solent to its markets. opportunities underpin the development funding a number of new infrastructure of our transport investment proposal as and skills capital projects starting in This document underpins the Solent we move forward. 2015. Furthermore, government has Strategic Economic Plan (SEP) and worked with Solent LEP and local should be read alongside the SEP and partners to create the Solent Strategic ** Wessex Route Specification: http://www.networkrail.co.uk/ our Productivity and Growth Supplement, Network_specification_Wessex.aspx Land and Infrastructure Board (SSLIB) as well as alongside, local transport Control Period 5 Delivery Plan: http://www.networkrail.co.uk/ to take a strategic view of public land publications/delivery-plans/control-period-5/cp5-delivery-plan/ *** Roads Investment Study: https://www.gov.uk/government/ * Transport Delivery Plan: http://documents.hants.gov.uk/transport- publications/road-investment-strategy-for-the-2015-to-2020- and property in the area, and to support for-south-hampshire/TransportDeliveryPlan.pdf road-period. Highways England Delivery Plan: https://www.gov. the joint planning and delivery of transport. Local Transport Plan 3 Joint Strategy for South Hampshire: http:// uk/government/uploads/system/uploads/attachment_data/ Gary Jeffries www3.hants.gov.uk/local-transport-plan-strategy-south-hampshire file/424467/DSP2036-184_Highways_England_Delivery_Plan_ Solent LEP Chairman Island Transport Plan: https://www.iwight.com/azservices/ FINAL_low_res_280415.pdf Image: Britannia Cruise Liner documents/1190-itp-strategy-v1.pdf **** Including the adoption of driverless vechiles Credit: Associated British Ports 4 5 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN INTRODUCTION SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY

INTRODUCTION A GROWING ECONOMY

In 2014, as part of the process to agree Solent’s Local Growth Deal with the UK An analysis of the Solent’s historic growth and future Government, the Solent Local Enterprise Partnership (LEP) produced a Strategic forecasts show that economic, land use and transport Economic Plan (SEP) to outline a transformative vision for the future growth of the decisions are inextricably linked. The starting point local economy. for the Strategic Transport Investment Plan is a consideration of the nature, scale and potential Central to this vision is the need for a Furthermore, efficient and effective This Strategic Transport Investment of the Solent’s economy. 01 modern and resilient transport network transport infrastructure and operations Plan outlines the economic potential that can enable the region to fulfil its are fundamental to attracting and retaining and current performance of the Solent, economic potential by providing the a highly-skilled labour force which is the likely trends of future growth and A GATEWAY BASED ECONOMIC STRUCTURE conditions that enable businesses increasingly mobile in an ever more the existing transport challenges the The Solent is a significant sub-regional presence, as well as natural assets of most notably in the marine and maritime and people to thrive and productivity globalised economy. If the Solent area area faces. Drawing from available gateway economy with strengths across green infrastructure and an attractive sector, and also in defence, logistics, to increase. To this end, the LEP has aims not just to maintain but to grow its evidence, stakeholder dialogue and new a range of industries in the private sector. quality of life. and advanced manufacturing (including worked in partnership with AECOM to comparative economic strengths, they comparative benchmarking, the Plan At £25 billion GVA, the annual economic advanced materials and photonics), produce a Strategic Transport Investment must act now to produce and deliver proposes an investment framework in output of the area accounts for one sixth As a consequence of these economic aerospace, and digital (creative and Plan that can support the area and its a strategy for a transport system that which a series of investment packages of that of the whole of South East of assets, the three Solent “ports” and cyber security) are some of the principal two major economic engines, reflects the goals and ambition of have been identified. These packages England. Key economic strengths include their respective cities contain important industries which along with tourism benefit Southampton and Portsmouth, the area. could be implemented as the next high technology clusters, the SME base, clustered sectors and concentrations of from the unique economic environment in to succeed and grow in a globally steps on the road towards the Solent a strong higher and further education economic activity and smart specialisation, the Solent. competitive economic environment. This Plan outlines a series of developing the necessary modern transformative evidence-based proposals transport network that can enable it It is essential that the Solent is not which AECOM has produced from wide- to achieve its economic potential. Figure 1.1 Key sectors in the Solent’s Gateway Economy complacent about achieving a successful ranging consultation, review of research and sustainable economic future. In and new analysis that have found the Individual and larger versions of the maps particular, it cannot afford to ignore the need and desire for investment in a provided in this document are available in GATEWAY ASSETS & CLUSTERS Port of Port of critical role that transport infrastructure transport system for the Solent which a supplementary document. Southampton Portsmouth Logistics / Leisure Defence / Advanced and operations play in connecting can help deliver strong and sustainable Travel Southampton Manufacturing Airport key economic inputs – housing, skills, economic growth. It highlights a range Economic Gateway investment and innovation – to drive of transport solutions that can act as future economic growth. the focal point of a strategy for ensuring that the region can continue to attract COMPETITIVE Marine Aviation Creative, Tourism inward investment, develop business ADVANTAGE Maritime Cultural Aerospace Digital Visitor clusters, nurture local skills and talent, and build on existing assets in order for the area to successfully compete with Advanced Transport similarly sized conurbations in the UK Manufacturing Defence (materials, composites Logistics and abroad, and deliver a transport & photonics) system befitting of the size, strength and aspiration of the region. SUPPORTING Financial business services, utilities / ICT, property construction, SECTORS hospitality personal services, health public services

ENABLING Housing delivery, transport, skills development, inward and business INTERVENTIONS investment, new firms and innovation

6 7 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY

As a consequence of these economic comparative advantages across its key Long term population growth has been Figure 1.3 Population change across Solent areas (1981 – 2014) assets, the three Solent “ports” and sectors to realise economic value. higher in the northern Solent areas. their respective cities contain important Eastleigh has grown by 39% between POPULATION CHANGE BY LOCAL AREA 1981 - 2014 clustered sectors and concentrations of LONG TERM POLYCENTRIC 1981 and 2014 adding 36,000 residents. economic activity and smart specialisation, Higher than average growth for the period POPULATION AND Absolute Change Change most notably in the marine and maritime HOUSING GROWTH was also the case for East Hampshire sector, and also in defence, logistics, (28%), Fareham (28%), Test Valley (30%) Before we can consider future growth, it is 50,000 45% and advanced manufacturing (including and Winchester (28%) (Figure 1.3). 39% 45,000 advanced materials and photonics), useful to review past trends in population 40% 40,000 35% and housing. According to ONS data, 30% aerospace, and digital (creative and 35,000 28% 28% 28% 30% cyber security) and tourism are some 1.6 million people live across the 12 local 30,000 23% 25% authority areas that either fully or in part 25,000 18% of the principal industries which benefit 17% 20% 20,000 from the unique and beneficial economic from the Solent LEP area, whilst 1.3 million 15% 15,000 9% 2200 21000 300 2300 3300 100 200 3000 2300 8% 400 environment in the Solent. All of these live within the boundaries of the LEP 10,000 6% 00 10% industries are additionally supported by a itself1. Of the LEP population, more than 5,000 5%

wider supply chain that also serves local 450,000 people (38%) are concentrated 0 0% within the boundaries of Portsmouth and alley Havant population based demand (Figure 1.1). Eastleigh Fareham Gosport Test V Isle of Wight New Forest Portsmouth Winchester Southampton. Southampton East Hampshire Nevertheless, in an era of global Source: ONS, AECOM analysis. competition, economic assets are only Between 1981 and 2014 the population ever relative and require continued across all 12 local areas has grown by investment in order to maintain their 264,000 residents, a total increase of international attractiveness. Efficient and 20% or 0.6% annually, which is equivalent The long term trend seems to be the Strong but polycentric population growth, effective transport infrastructure is an to adding around 8,000 people each emergence of an increasingly polycentric combined with evidence of clustered essential component in the success and year (Figure 1.2). area with population spread more widely economic development, implies that survival of economic clusters and the across the area and some decline in the transport infrastructure will play a critical Solent must act now to strengthen its proportion of population accommodated function in providing satisfactory links in Portsmouth and Southampton which between homes and jobs. Ease or Figure 1.2 Aggregated population in the Solent area (total population (1981 – 2014 only grew by 9% and 17% respectively difficulty of commuting, and thus quality over the same period. However, in of the transport network, is frequently absolute terms, the cities have still played highlighted as a key factor in area-based SOLENT POPULATION 1981 -2014 a significant role in absorbing growth. For economic competitiveness whilst also example, from a low of 202,000 people in being important to the locational decisions 1988 Southampton had grown by 44,000 of high skilled and highly mobile labour. 1,600,000 people by 2014 (+22%) (Figure 1.4). 1,550,000 1,500,000 More recently, there have been around 1,450,000 4,000 house completions each year 1,400,000 across the whole area. This is consistent 1,350,000 with Solent LEP’s aims to have completed 24,000 houses by 2020, thus 1,300,000 accommodating around 55,000 1,250,000 additional residents. 1,200,000 1,150,000 1 20 1 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2012 2013 2014

Source: ONS, AECOM analysis.

1 The Solent LEP area includes the unitary authorities of Isle of Wight Council, Portsmouth City Council and Southampton City Council; Hampshire County Council and Eastleigh Borough Council, Fareham Borough Council, Gosport Borough Council, Havant Borough Council and parts of East Hants District Council, New Forest District Council, Test Valley Borough Council and Winchester City Council. 8 9 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY

CURRENT FORECASTS Figure 1.4 Growth trends by local area (1981 – 2014) RECENT FORECASTS INDICATE THE NEED FOR ARE FOR INCREASING ADDITIONAL HOUSING TRANSPORT DELAYS A MORE POLYCENTRIC AREA 1981 -2014 As well as the existing transport forecasts, As a result, the proportion of local 6,900 The established evidence base (Appendix Population in 1981 it is necessary to consider the impacts residents in employment is expected to Proportion of Growth 1981 2014 Population in 2014 C) on transport issues in the Solent of more recent independent economic increase, improving the local employment OCCUPIED suggests that future growth will affect the 18.0% projections completed for the Solent area. rate and reducing unemployment. 16.0% economic performance of the transport 13.8 13.6 However, population is also predicted 14.0% 12.9 HOMES network. Previous analysis (2013) has 12.0% In 2014 alone, employment in the Solent to grow faster than earlier forecasts, 10.4 10.0 10.0% 9.9 9.7 forecast that total car trips will grow by 8.0 increased by 3% (+17,800 jobs), the expanding by 11% by 2030 and being 8.0% around 13% by 2026 and that the total 6.8 strongest annual performance since 2002. driven by increased in-migration. Firms BE 6.0% WILL 4.0% time lost in delays will increase by more 2.4 2.5 However, recent independent forecasts are forecast to absorb this growth by 2.0% than 50% compared to current levels. by Oxford Economics (Spring 2015) have employing additional staff as long term 0.0% REQUIRED Most delays currently occur in the urban been uprated and show that the area productivity growth has not yet returned

East Havant Gosport areas on radial routes into the city centres, Fareham to pre-recession levels in the UK. Eastleigh could potentially add 61,500 jobs by 2030 Hampshire Test Valley New Forest Portsmouth Winchester Isle of Wight BY 2020 as well as within the city centres. And Southampton with GVA growing by 2.7% per annum to Source: ONS, AECOM analysis. these problems are forecast to worsen in create a £40 billion economy (Figure 1.6). The forecasts therefore suggest that an the future (Figure 1.5). Employment growth is forecast across a additional 6,900 occupied homes will be number of sectors including professional, required by 2020 and 16,400 by 2030 As a result, bus speeds into the cities and scientific, technical and support services, over and above earlier forecasts. Figure 1.5 Forecast future increases in congestion on Solent road network towns will continue to be low and variable. ICT, cultural and hospitality industries, retail Furthermore, potential locations for new and construction (Figure 1.7). housing and population growth are likely to require longer journeys to work and could reinforce car dependency unless Figure 1.6 Total employment forecast in the Solent to 2030, update vs previous (`Oxford Economics) improvements in alternative modes are delivered. TOTAL EMPLPOYMENT, SOLENT UPDATE VS PREVIOUS 2000 - 2030

CAR TRIPS Update Previous WILL INCREASE 700 Forecast BY AROUND 680 660 640 620 600 13% 580 560 540 520 2 Source: Transport Delivery Plan 2012-2016, Transport for South Hampshire , 2013 500 2000 2005 2010 2015 2020 2025 2030

2 Transport for South Hampshire is now named Solent Transport. 10 11 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY

Figure 1.7 Percentage change in sectoral employment growth to 2030, update vs previous (Oxford Economics) Figure 1.8 Environmental constraints

SECTORAL EMPLOYMENT GROWTH, SOLENT UPDATE VS PREVIOUS, 2014 TO 2030

Update Previous

Real estate activities

Professional, scientific and technical activities

Arts, entertainment and recreation

Information and communication

Accommodation and food service activities

Administrative and support service activities

Construction

Other service activities

Transportation and storage

Human health and social work activities

Wholesale and retail trade

Financial and insurance activities

Education

Water supply; sewage and waste management

Agriculture, forestry and fishing

Public adminstration and defence

Manufacturing

Electricity, gas and steam

Mining and quarrying Source: AECOM GIS.

-4.0 -3.0 -2.0 -1.0 0.0 1.0 2.0 Figure 1.9 Development potential on selected major sites

POTENTIAL CUMULATIVE IMPACTS OF 35 KEY DEVELOPMENT SITES TO EARLY 2030’S With high quality land and marine The significant growth potential and Working with local partners, AECOM habitats that form a key element in likely future housing demand sets the has identified selected major potential Homes Population the attractiveness of the Solent, a key agenda for what future strategic transport development sites across the Solent LEP consideration is the potential locations investments must provide to ensure a area. We estimate that together they could 80,000 of new development. The various growing and productive economy. accommodate 30,400 homes, around 69,563 69,672 69,781 69,890 69,454

70,000 67,652 ecological and environmental constraints 70,000 new residents and 39,000 jobs 65,850 62,009

such as national parks, water protection As well as population growth – natural and by the early 2030s based on their current 60,000 57,498 areas and topography present in the from in-migration – increasing housing specification (Figure 1.9). There would also 52,841 50,000 47,972

area affect the location of growth in the demand arises from the needs of an be additional provision on smaller sites 42,976

Solent area (Figure 1.8). Current and future ageing population and decreasing across the Solent area. 40,000 36,825 30,340 30,387 30,675 30,198 30,245 30,292 29,414 urban growth is therefore concentrated household size. 28,630

30,000 26,961 24,999 1 23,524 on a corridor between Portsmouth and To support economic performance in 22,974 20,858

20,000 18,685 16,719 Southampton and in towns on the Isle the longer term, transport and land use 16,0 1 13,337 10,018 10,228 of Wight. planning needs to reflect this potential 10,000 7,269 4,903 4,356 2,132 1,913 growth and consider the effects on 832 0 the existing transport network. 2016 2017 2018 2019 2020 2021 2022 2023 2025 2026 2027 2028 2029 2030 2031 2032 2033 2024 2034

Source: Hampshire CC, Southampton CC, Eastleigh BC, PUSH, Solent Transport, AECOM analysis. Excludes small infill sites and the current PUSH Spatial Strategy Review is identifying further strategic locations. 12 13 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN A GROWING ECONOMY SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES THE SOLENT REQUIRES TRANSPORT CHANGES Ensuring the performance of the Solent’s transport AN EFFICIENT AND system and tackling current challenges is central to improving efficiency, to expanding and integrating WELL-FUNCTIONING labour and consumer markets and to supporting MODERN TRANSPORT national supply chains. 02 • the M3 at Eastleigh : this is congested NETWORK due to a mix of longer freight and short distance movements allied to junctions that are closely spaced.

• Congestion at M27 J3 although improvements completed in August 2015 should reduce congestion.

• Delays and road safety concerns around the M271/M27 junction.

SUMMARY • Capacity required between the recently improved J5 and the airport and its The Solent has a clear potential for future Transport is an essential enabler of environs. and long term economic and productivity economic dynamism. Successful growth, with a strong asset base upon transport networks support businesses • Capacity issues along the M27, which to build. However, transport by facilitating the development of particularly between J4 (M3) and J8 Image: Solent Local Growth Deal Site - St Margaret’s Roundabout infrastructure is a comparative weakness agglomeration economies, connecting (Netley), J9 (Whiteley) at J10 (Fareham and already a constraint for the area. supply chains, broadening labour markets The current transport network and its However the performance of the network North), and at the A27/A2030 junction Given transport’s role as a fundamental and improving productivity for both goods operational performance are central to is weak. Average vehicle speeds are which impacts on local traffic and freight component of area based economic and labour. the Solent’s economy and its comparative 32% lower than the national average3. movements. success, the Solent cannot afford to be productivity. The current challenges The Solent experiences significantly • Capacity constrains along the southern complacent in the delivery of a transport The Solent requires an efficient and well- for each major transport mode are lower morning peak-time vehicle section of the M275. infrastructure network fit for an economy functioning modern transport network considered below. speeds, particularly in Portsmouth and of its size and potential. that is integrated with an attractive urban Southampton. Over the next 30 years forecasts made realm and encourages a range of modal ROADS AND MOTORWAYS by Transport for Southern Hampshire A competitive transport network is uses. This will be essential for creating an There are currently a number of points (TfSH)4 show increasing congestion at required in the Solent to ensure that it can environment that is attractive to the high- The road network is critical for both the of stress on the motorway network which the key pinch points on the strategic road remain internationally competitive in an skilled labour and high-value industries national and the local economy. impact on the economic performance network and on the key approaches to increasingly globalised economy. Providing over which regions compete globally of the area. These are: the city centres5. effective connections between people and to attract and which underpin an area’s The Solent’s motorways and principal • the M3 J9/A34 : this is a critical node businesses, their homes and jobs, as well enduring economic strengths. road routes (M27/M271/M275/A27, connecting Solent (especially freight) as wider social infrastructure, is the only M3/A34, A3) are key links for freight to production centres and markets way that Solent will be able to fully support movements between the south coast in the north and the midlands but a and achieve its economic potential. ports, production centres and consumer major bottleneck. markets further north as well as providing road connections to London.

3 LEP Network (2012) - Creating Successful Local Economies. 4 Transport for Southampton Hampshire (TfSH) is now named Solent Transport. 5 Transport Delivery Plan, Transport for South Hampshire (2013). 14 15 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES

RAIL The Solent has a rail network which covers AVERAGE VEHICLE SPEEDS ARE 32% much of the current developed area LOWER THAN THE NATIONAL AVERAGE though there are some key exceptions. In terms of connectivity, rail journey times from Portsmouth to Waterloo are between 96 and 109 minutes (via Guildford; 3 trains Figure 2.1 Strategic road network opportunities and constraints per hour), 129 minutes (via Winchester, 1 tph off peak) and around 118 - 128 minutes to London Victoria (1 tph). Southampton to Waterloo is between 80 and 100 minutes (3 tph) and services to London Paddington between 88 and 95 minutes with an interchange at Reading (2tph). There are a number of specific factors affecting the Solent’s relative access to London and the wider south east economy identified in consultation Image: Eastleigh Railway Station and from stakeholders:

• There are relatively poor journey times • There are good regional connections • Future of the Island Line needs to be from the Solent to London due to track from the area but journey times are slow urgently considered in the context of life congestion, capacity constraints at compared to similar cities and economic expired rolling stock and infrastructure.6 Waterloo and Clapham Junction and gateways in the UK. • Rail access to Gosport - One of the comparatively slow line speeds. • Rail freight plays a major role to and largest towns in the UK not to be served • There is no direct rail connection from Southampton but existing and by rail. between Southampton airport and increased mode share is dependent on Portsmouth and eastwards along the Strategic infrastructure schemes such South Coast. as the “Electric Spine”.

• Business regards the journey time • There is no passenger rail access to between the two main cities as slow: Southampton Waterfront area, which is the best journey time (1 tph) is 45 expected to see significant growth. minutes, the other two hourly services • There is limited interchange in take 60 minutes (one requiring a Southampton between existing and change) for a 20 mile journey. This is relocated Isle of Wight ferry terminals in part due to the number of stations to the wider Solent area by Public served on the Netley Line. transport. Source: Solent LEP / AECOM. • The utilisation of the current rail network • There is poor public transport access to is high on a number of rail routes across Southampton Cruise terminals and the the Solent area. Port from wider Solent and the airport.

6 The Island Line forms part of the South Western Franchise, but operates under a separate Lease Agreement with Network Rail rather than an Access Agreement. Responsibility for infrastructure maintenance and renewals is shared between the operator and Network Rail under this lease, which is due to expire in 2019. In approaching the re-letting of the South Western franchise, a key objective of the Rail Executive is to secure an appropriate, financially sustainable long term future for the Island Line. 16 17 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES

RAIL JOURNEY TIMES FROM PORTSMOUTH TO WATERLOO ARE BETWEEN 96 AND 109 MINUTES

Figure 2.2 Strategic rail network opportunities and constraints

Image: Southampton Image: Portsmouth

PORTS AND FERRIES The Port of Southampton is the UK’s The Port of Portsmouth is one of the UK’s • Better integration of modes between second largest container terminal Europe’s leading Ro-Ro ports and is home to the ferries and other public transport offer and the most efficient container port in Royal Navy, including a major naval base potential and will have an impact on the Europe. It is the UK’s busiest cruise port, which lies ar the heart of the sub-regional economies of Southampton and the and the UK’s primary automotive export defence cluster (with the new QE class Isle of Wight as well as supporting the hub, providing a critical gateway for our aircraft carriers arriving in 2017) and a hub increased use of public transport. resurgent automotive manufacturing for refrigerated ships. • Greater access options to the cruise industry. From the Port of Southampton line terminals and links to airport would about 65% of containers are moved Six passenger services and three car improve the offer and reinforce the role onwards by road and 35% by rail with ferry services provide vital connections of Southampton as the leading cruise over 22 freight trains a day to key inland to the Isle of Wight from the mainland terminal. destinations. Direct motorway access Solent area. (M271, M27, A33 and northwards via • The Port of Portsmouth suffers from M3, A34) accommodates the road freight Consultation with stakeholders and no direct connection to the national movements. However cruise passengers businesses identified the following rail network. mainly reach the terminal by car and the opportunities and challenges: port’s growth is constrained by limited • The continued growth and expansion of expansion space and road capacity. the port of Southampton is dependent on the capacity and availability of road and rail space and effective connections to the strategic networks (e.g. freight northwards). Source: Solent LEP / AECOM.

18 19 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES

SIX PASSENGER SERVICES AND THREE CAR FERRY SERVICES PROVIDE VITAL CONNECTIONS TO THE ISLE OF WIGHT FROM THE MAINLAND SOLENT AREA.

Figure 2.3 Ports opportunities and constraints

Image: Southampton Airport

AIRPORT With eight airlines, Southampton Airport • The airport runway length is shorter than serves up to 49 short haul UK and many other regional airports limiting European destinations for business the range of aircraft that the airport can and leisure travellers (e.g. Glasgow, handle. Manchester, Amsterdam, Jersey and • Despite quick and direct rail connections Mallorca). About 1.4 million people live to Southampton Central (7 min) and within 30 minutes of the airport and 3.5 Winchester (10 min), there is no direct million within an hour. The airport has rail connection between the airport and one of the closest rail stations to a terminal Portsmouth (the journey time is 60-80 in the UK and is adjacent to the M27 so minutes for a journey of 20 miles) and is increasingly used as a rail park and ride. eastwards along the South Coast (apart Yet a number of transport constraints from one train a day to Brighton). Source: Solent LEP / AECOM. affect the economic performance of this asset: • Locally the road network around the airport and surrounding development sites (including a major development opportunity at the former Ford manufacturing site) is comparatively constrained with a number of narrow and/or old bridges.

20 21 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES

SOUTHAMPTON AIRPORT SERVES UP TO 49 SHORT HAUL UK AND EUROPEAN DESTINATIONS

Figure 2.4 Southampton airport opportunities and constraints

Image: Wightlink Ferry Credit: Portsmouth City Council

ISLE OF WIGHT The connection between the Isle of Within the Isle of Wight there are a number Wight and the mainland is based on six transport issues affecting its economic passenger and three car ferry services performance: from Lymington to Yarmouth (Wightlink), from Southampton to East and West • Improving cross Solent connections Cowes (Red Funnel, Red Jet), from through better interchanges on both Portsmouth to Fishbourne (Wightlink), sides. Ryde (Fast Cat) and from Southsea to • The floating bridge in East Cowes is Ryde (Hovertravel). scheduled to be replaced, avoiding forecast increased journey times. Vehicle traffic predominantly emanates from the mainland and comprises mostly • Significant traffic congestion in and tourists, thus demand for car ferries is very around Newport at peak times. seasonal and peaks in the summer when • The operational future and viability of the the island’s population almost doubles. Island Line rail service6.

Source: Solent LEP / AECOM. • In addition, local traffic issues and support for active modes schemes form a key part of local transport initiatives.

6 The Island Line forms part of the South Western Franchise, but operates under a separate Lease Agreement with Network Rail rather than an Access Agreement. Responsibility for infrastructure maintenance and renewals is shared between the operator and Network Rail under this lease, which is due to expire in 2019. In approaching the re-letting of the South Western franchise, a key objective of the Rail Executive is to secure an appropriate, financially sustainable long term future for the Island Line. 22 23 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES

Figure 2.5 Isle of Wight opportunities and constraints CURRENT MOVEMENT PATTERNS Evidence from the 2001 and 2011 Census suggests that there are high levels of SELF-CONTAINMENT movement between the Solent districts for work and other journey purposes, HAS FALLEN IN which give rise to significant volumes of intra-Solent trips, contributing to PORTSMOUTH FROM traffic issues on the local and strategic networks. In 2011, 86% of people residing 73% TO 65% AND in one of the Solent’s twelve constituent districts also had their workplace in one FROM 66% TO 56% of these districts, showing a high level of employment self- containment within the IN SOUTHAMPTON. Solent area.

Between 2001 and 2011 the degree of self-containment (“live and work in the same place”) has fallen in Portsmouth from 73% to 65% and from 66% to 56% in Southampton. This decline in self-containment in the main cities, which is most likely related to housing market differentials and the location of new employment opportunities, suggests that the transport network will need to accommodate more inter-node journeys in the future

Other areas of the Solent LEP feature Source: Solent LEP / AECOM. relatively low levels of self-containment such as Fareham (36%), Eastleigh (37%), Figure 2.6 Travel to work movements in the Solent in 2011 Gosport (39%) or Havant (42%) which are net exporters in 2011, supplying workers to main towns and cities across the Solent area. Unsurprisingly, Fareham, Gosport Image: Solent Local Growth Deal Site – Station Quarter in Southampton and Havant are supporting Portsmouth’s job market with respectively 17%, 18% and 24% of their residents working in Portsmouth; Eastleigh is feeding Southampton’s job market with 20% of its residents working in Southampton.

Source: Solent LEP / AECOM. 24 25 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT CHANGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN COMPARATIVE BENCHMARKING

SUMMARY COMPARATIVE There is a range of challenges affecting most modes of transport in the Solent area which is unsurprising for a growing BENCHMARKING area. While the challenges affect the current performance of key economic Despite being a fast growing economy Solent LEP strengths there are opportunities to ensure these modes can further support has a transport infrastructure deficit compared to the Solent to fulfil its long term economic many other city regions in the UK. potential. 03 The growing number of journeys by “DUAL CITY” BENCHMARKING car and reduction in comparative self- An economic-led vision for transport must • Recent population and employment containment is contributing to the current consider the potential to improve the growth congestion levels and poor accessibility performance of the two main cities in the for business in the area. The growth of • Growth occurring within city boundaries Solent area at the same time as enhancing both housing and employment will be their local regional connections to reduce • Commuting patterns and mode of constrained unless better integrated barriers to trade, widen labour markets transport used alternatives to car travel exist for both and secure agglomeration benefits. short and Solent wide journeys. These • Quantity of transport infrastructure challenges will require a strategic transport provision by population To examine comparative performance, approach that takes account of both local the Solent area was benchmarked • Relative accessibility to London and longer distance transport investments. against other “dual city” areas in the UK • Local port and airport functions where two major cities were roughly an hour apart in journey times. Indicators The other comparator “dual city” areas assessed included: were Manchester & Liverpool, Sunderland & Newcastle, Leeds & Sheffield, Derby & Nottingham, Edinburgh & Glasgow and Swansea & Cardiff. All detailed tables of results are available in Appendix B.

Image: Railway Station 26 27 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN COMPARATIVE BENCHMARKING SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN COMPARATIVE BENCHMARKING

“DUAL CITY” Figure 3.2 Comparative accessibility to London by road and rail (AECOM analysis) BENCHMARKING RESULTS Population growth and economic There is a trend of living in Portsmouth Despite being a similar distance apart SOLENT MANCHESTER SUNDERLAND LEEDS & DERBY & AREA & LIVERPOOL & NEWCASTLE SHEFFIELD NOTTINGHAM dynamism in the Solent exceeds the UK and Southampton but commuting to jobs the labour market integration between benchmarks. With a population of 1.6 in the Solent area. The two main cities in Sunderland and Newcastle is much Average minutes to London by rail 88 138 78 135 90 million, the Portsmouth-Southampton the Solent area are less self-contained higher than between Southampton and dual area is larger than that of Swansea than some other benchmarks. A relatively Portsmouth. For the former the reciprocal

& Cardiff and could approach the scale high proportion of residents (10%) live labour market flows total around 12,000 Average speed to London by rail (MPH) 53 87 24 82 79 of Sunderland & Newcastle and Derby within the two “main cities” but travel to people. In comparison the labour market & Nottingham over the next 20 to 30 work outside of them. The average for flows between the Solent cities are just years. Both population and employment the other benchmarks was 6%. 3,100 (75% lower) showing the potential Average minutes to London by road (mi) 78 217 271 177 125 are growing more rapidly than in all other for market integration benefits. benchmark areas. Per capita housing The Solent area has a low public transport Average minutes to London by road 105 210 275 195 140 completions are double many other areas. mode share and less well developed Bus use, tram, metro and road provision public transport system than benchmarks. all lag comparators indicating a significant The Solent appears to be an emerging Two thirds of residents travel to work by all-mode transport infrastructure deficit. Average speed to London by road (MPH) 45 62 59 54 54 polycentric area with much population car in the Solent area, in line with other Both public transport and road provision and jobs growth occurring outside benchmarks, and the average commute seem to lag UK benchmarks. There are Portsmouth and Southampton, with 40% distance of 10 miles is also broadly significantly lower bus journeys per person of residents working in a different district comparable. Total commuter travel is per annum – about half the average of In terms of distance the Solent area The Solent area has a large amount of to where they live. The recent population nearly at the level of Sunderland comparators. There is no local tram or is closer to London than most of the port traffic relative to its size and forecast growth accommodated within the two & Newcastle and Derby & Nottingham metro network in the Solent and there are comparators, but suffers from lower growth is likely to contribute to further main cities has been lower than other which have metro or tram systems. At significantly fewer miles of motorway and average speeds by both rail and road. This congestion due to under-provision of benchmarks. The Solent’s two main cities just 8%, use of public transport to get A-road per person. makes it relatively disadvantaged in terms roads and capacity at peak times. Solent have accommodated smaller proportions to work is below the average of the other of being able to access markets, supply has relatively few airport passengers for its of recent employment growth than other benchmarks (13%). A relatively higher Furthermore, population density is the chains and skills within the capital. size (per capita basis) due to its proximity benchmarks. proportion of people in the Solent work most important indicator of potential to other airports within the London system from home, cycle or walk to work. public transport use. At 5,141 people per The Solent has a strategic port function and poor connectivity from the east square kilometre, Portsmouth has the of national importance and potential for highest UK population density outside of airport expansion. London. Southampton is not far behind at 4,858 people per square kilometre. This indicates significant potential for public transport take-up. Figure 3.1 Comparative use and provision of transport infrastructure (AECOM analysis)

MANCHESTER & SUNDERLAND & LEEDS & DERBY & SOLENT AREA LIVERPOOL NEWCASTLE SHEFFIELD NOTTINGHAM

Annual bus journeys per resident 45 80 78 144 58

Miles of tram / metro network per million 0 31 24 6 9 people

Miles of motorway per million people 26 31.6 15.4 45.8 0.1

Miles of A road per million people 14.3 49.4 112.9 65 16.1

28 29 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN COMPARATIVE BENCHMARKING SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

EUROPEAN CASE STUDIES TRANSPORT

European case studies for regions of around 2 million people demonstrate what INVESTMENT is possible with a long term strategic vision based around consistent transport investments for modal integration and city to city links PACKAGES

Figure 3.1 Randstad Rail plan Figure 3.2 The Oresund rail and road bridge Local business and stakeholders implementing 25 year strategic transport investments will support the long 04 term economic growth of the Solent area.

A FOCUS ON INCREASING Figure 4.1 Strategy of Economic Proximity ECONOMIC PROXIMITY High value businesses derive benefits from being located in close proximity to each other, their suppliers and their workers. With 37% of all high skilled employment in Portsmouth and Southampton, the two RANDSTADRAIL ORESUND SUMMARY cities are well placed to drive growth in the private knowledge-intensive industries that In a city-region of 2.3 million residents Connecting Copenhagen (population 1.3 While the growing Solent area is link to the local competitive advantages RandstadRail strategically connects million) with Malmo (population 700,000) comparatively dense in terms of and their spatial clusters. The Hague with Rotterdam in about 30 the Oresund is the largest road and rail urbanisation and has an emerging minutes with up to 12 trains per hour. bridge in Europe that opened in 2000 at polycentric distribution of housing and We have concluded that in the long term There are effective interconnections with a cost of €3.5 bn. Journey time from city growth, it has an all modes transport the Solent LEP’s business-led transport metro, bus and tram in both Rotterdam centre to city centre is just 35 minutes infrastructure deficit, especially for public strategy should aim to “increase economic and the Hague. With Phase 1 opening with up to six trains per hour. Tolled for transport, lagging behind other UK proximity“ across five spatial areas and in 2007 and Phase 2 in 2008, additional road traffic will pay for the capital costs comparator areas. The area also suffers along six external strategic corridors. This bridge and tunnel sections were required by 2037. The trains act as a commuter from relatively slow access to London, strategy (see Figure 4.1) involves a number as well as a change in the rail franchise. service on the Danish side with stops which erodes its locational advantage. of elements: Since 1850 the development of the every 4km and as a regional service • Increase dual city linkages around Source: AECOM. Randstad railway and station locations in Sweden serving 33 cities including Taken in the round, this suggests that public transport and business critical initially followed urbanisation patterns but Goteborg. It is estimated that the bridge there is significant room for enhancing the movements to integrate labour and then became a planning tool for locating brings €740 million of labour market Solent’s transport network to support long • Optimise and integrate the transport • A greater focus on Transport Orientated consumer markets. and concentrating new development. integration benefits each year and has term economic and productivity growth. network (ticketing, information and Developments (TODs). Increase helped to “internationalise” Malmo. For example, for inter-city labour market • Support clustering and agglomeration operation) using next generation residential densities around new For the Solent area, which has similar Commuting levels have increased by a integration this could generate an increase around key local strengths and solutions so travel demand load can be and underutilised transport nodes topographic issues, the scheme shows factor of seven since opening to reach by a factor of between 4 and 7 compared competitive advantages that other areas spread to improve resilience and peak to accommodate additional housing the potential to link different modes, use 18,000. The easy access to Kastrup to UK and European examples. cannot replicate (e.g. port functions). capacity accommodated especially development while protecting natural existing track networks and localise the rail airport has supported new start-up firms in more constrained cities with pinch assets and addressing affordability with • Develop a corridor of development franchise operator in the long term. in Malmo. points. the same land take. nodes based around an improved public transport offering between the • Secure improved strategic connections For the Solent area the Oresund shows cities and across the urban network to to London, the south east (airport the benefits of a dedicated multi-modal 2040 including easy access to stations passenger market), the UK (especially link between major cities and the ability by walking and cycling (active modes). for port freight) and internationally for to use the service for different functions airport leisure and business market and (commuting, regional). “European” inward investment. 30 31 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

TRANSPORT INVESTMENT PACKAGES ALIGNMENT The Solent Strategic Transport Our approach has been to pragmatically • In relation to governance and in the As an economically-led strategic transport Investment Plan focuses on the more build upon known investments and context of devolution, a new single investment plan, the six elements of 300,000 TO 400,000 economically transformative and longer directions of travel while seeking to policy and delivery body should be the economic proximity strategy are term investments8 necessary to support maximise the performance of existing created to determine, manage and aligned with the packages of transport RESIDENTS COULD MAKE and unlock the Solent’s growth potential infrastructure. The investments have been deliver transport plans and the delivery investments to be implemented in the over the next 30 to 40 years. Over this split as follows and offer the opportunity of public transport networks for the short and longer term. These projects THE SOLENT AN AREA OF timescale an additional 300,000 to to be supported by an evolution of the area. This should be based on any combined would assist the continued 400,000 residents could make the Solent local governance and delivery function devolution agreement agreed for the growth of Solent economy over the next 2 MILLION PEOPLE an area of 2 million people – equivalent to drawing from the emerging local area. 30 years. dual cities such as Nottingham/Derby and devolution agenda: Where applicable, schemes identified, Newcastle/Sunderland. We have looked at the strategic alignment These packages are detailed in Appendix • A Solent Transit package which is the developed or promoted by the of these packages against the six key A which identifies schemes which are main recommendation and a proposed stakeholders and transport authorities From a review of the existing evidence indicators identified above. Whilst all have completed, committed/funded and those step change in the development of a and providers have been reviewed and base (Appendix C) that has assessed and addressed at least two of the economic which are suggested proposals for future more extensive and integrated public included as part of the modal packages. modelled local issues and proposed a proximity indicators, investment in a transit investment rounds. transport system (including active In some cases strategic opportunities range of potential schemes for the Solent network for the Solent area, composed of modes) across the area to preserve have been identified to be developed area, we have brought together some of different public transport modes, is likely the attractiveness of the area for skilled further by stakeholders in conjunction these proposals and other suggestions to have the greatest impact on supporting workers and growing firms. with the LEP, where they could have from the stakeholder consultation7 into the economy (Table 4.1). a potential transformative effect in initial packages of transformational and • A roads package to ensure the best connecting new and existing communities strategic investments that have the performance of the M27, A34 and to jobs and opportunities within the key potential to transform the Solent economy. other strategic roads acknowledging corridors identified for growth. In particular Figure 4.1 Strategic alignment of investment packages Together these investments can support that additional road capacity is rapidly the potential to create a local rail based the long term vision of increasing taken up. The focus is on securing the PROVIDING Solent Transit network. PROMOTING economic proximity. committed or funded schemes while PROMOTING FACILITATING INTEGRATING IMPROVING TRANSIT SUSTAINABLE DUAL CITY CLUSTERING OF THE TRANSPORT STRATEGIC ORIENTATED proposing additional schemes for future DEVELOPMENT LINKAGES EMPLOYMENT NETWORK CONNECTIONS DEVELOPMENT Highways England investment phases. NODES The investments are split into an initial (TOD) Phase 1 covering five years to 2020 • A strategic rail package to improve Strategic Highway (short term) and then 20 years over connections for passengers and Package (Inc. Ports 44 44 Phase 2 (medium term) to give a 25 surface access, local freight to London, the south east year plan to 2040 to align with normal and strategic roads) and nationally working with Network planning timescales. Rail, Train Operating Companies and Strategic Railway 4 4 44 44 444 44 Package other partners. Refranchising gives the opportunity to improve local Solent Transit (Inc. Rail service provision. and Bus Rapid Transit 44 44 444 44 444 444 and Fast Ferry Service) • A range of investments to support Airport Surface Access the airport’s growth potential including (Inter-city rail and airport 4 44 44 44 adjacent development sites. access) Source: AECOM/Solent LEP • A package to improve access to the nationally strategic port services for both freight and passengers.

7 See Appendix D for list of consultees.

8 The investments draw on the LEPs existing evidence base including earlier work considering the potential for transformational transport investments in the Solent LEP Area (Atkins 2014). This is supplemented by additional consultation and research completed by AECOM. 32 33 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

STRATEGIC HIGHWAY SCHEMES The Gateway economy of the Solent is highly dependent on its road connectivity. The two ports and airport in particular can be affected by unreliability and delays in the network. Furthermore the attractiveness of the area for business, manufacturing and service related industries will be adversely impacted by accessibility concerns. Discussions with businesses have highlighted traffic delays on the strategic highway network as a key in their locational decision-making.

The strategic highway network, comprising sections of the M3, M27 and Image: Portsmouth Park & Ride Image: M27 the urban motorways of the M271 and Credit: Portsmouth City Council M275 are the arteries of the LEP area. Competing demands on the capacity from • M3 at Winchester (Junctions 9-12): • M27 West (Junctions 2-4): The M27 • Development of the Managed Motorway the M275 at Tipner will also assist in well as looking at re-routing and access local, long distance and gateway related The M3 to the east of Winchester and its connection with the M3 suffer or Smart Motorway concept would help accommodating growth and delivering arrangements for cruise liner traffic. users make sections of the network highly is influenced by the operation of the same issues as the M3 Junction to manage the impacts of interactions mode shift for trips to the city centre, Clearly development proposals connected congested. Growth of jobs and housing Junction 9. Reconfiguration of these 13/14. Although major works have of traffic flows and better meet the whilst a new link road has provided a new with the relocation of the ferry terminal in the future has the potential to further junctions could help prevent queueing been completed to improve capacity on needs of strategic traffic using the route. access to the Naval Base is assisting in and associated development will offer increase congestion. Lack of competitive traffic impacting the motorway and in the M27 between Junctions 4 and 3, However an integrated approach for the mitigation of the effects of this traffic. challenges to access by all modes and journey times by public transport are a combination with the Junction 9 works development of the Managed Motorway a future strategy for the M27 corridor these will need to be addressed. It will key factor meaning that even short hop above alleviate this pinch point in the / Smart Motorway concept for this should focus on the importance of the be imperative that reliable road access journeys are made on the strategic roads. STRATEGIC ACCESS TO network. section of the motorway would help to more strategic movements connecting SOUTHAMPTON to the port of Southampton is a primary optimise future traffic flows and help to Portsmouth to Southampton and the consideration, given its economic impact • M3 at Eastleigh (Junctions 12-14): alleviate the effects of congestion. M3 whilst working in tandem with The A33 forms the main strategic access and value chain. STRATEGIC JUNCTION The M3 around Eastleigh is influenced InterCity and local rail improvements route into the city of Southampton and AND HIGHWAY by multiple users making journeys • M27 East (Junctions 4-12) and A27 to that will help to offer choice and shift caters for a mix of traffic generated Following Government advice9 on the IMPROVEMENTS between the Ports of Southampton A3(M) Interchange: This whole section short-hop journeys to more sustainable by both the city centre and the port. importance of port access, these road The following junctions and stretches of and Portsmouth and the north, by of the motorway network is a critical modes. Development proposals for the City will investments should aim to reduce the motorway network are identified in traffic accessing Southampton on the component of the Solent strategic see the city centre expand westwards delays and improve journey reliability both previous reports by stakeholders A33, and shorter distance journeys network. In addition to strategic between the Port and Southampton for goods traffic to and from the Port and in the Highways England investment between Eastleigh and Southampton. movements, the motorway carries large STRATEGIC ACCESS Central station which in turn will increase of Southampton. This will include priorities 2019/2020: The junctions are short distances apart volumes of more local movements TO PORTSMOUTH traffic demand on the A33 corridor. improvements to M27 Junction 3 and and this contributes to congestion from between the urban areas. As a result, • M3 Junction 9: M3 Junction 9 is a In Portsmouth, the principal strategic link Likewise new development around Town potential operation of Managed Motorway conflicting merging and diverging traffic. the motorway is congested and vital junction in the regional transport on Portsea island is via the M275. It is Quay and the relocation of the existing along the M271 between this junction and frequently experiences stop start flows network. Although the junction is not • The access to the Port of Southampton this corridor that will also accommodate ferry terminal for access to the Isle of the end of the motorway (Figure 4.2). at peak times. within the Solent boundary, it is of critical is vital and although some reallocation the bulk of new development and Wight also has access from the A33. importance to the Solent economy of journeys to port and development • At present, delays are localised at deliver traffic to an enhanced road because it provides the connection to related activity along the A33 may be M27 Junctions 4, 5, 7, 8, 9 and 10-11 network associated with new city centre The A33 is also the primary route for the A34 linking the Solent with markets possible, overall the solution to this and at the A27 / A2030 junction east development. Road network changes port traffic, with access to different parts in the Midlands and North. section may lie in the need to move of Portsmouth. However evidence in the city centre in connection with the of the docks and to the cruise liner more local movements to public reviewed form Transport for South City Centre Supplementary Planning terminals along the route into the City. transport thus freeing capacity for longer Hampshire4 and outputs from the Sub- Document will alleviate traffic conditions Improved public transport connections distance freight and port related traffic. Regional Transport Model predicts that at the southern end of the M275 as well to the city centre and riverside and the 9 Access to ports’, House of Commons Transport Committee: future congestion is expected to spread as assisting public transport operations. rest of the city would go a long way to Eighth report of Session 2013-14, HC 266 published 26 November 2013, available at http://www.publications.parliament.uk/pa/ to the whole route. Likewise the strategic Park & Ride on helping to alleviate access problems as cm201314/cmselect/cmtran/266/266.pdf 34 35 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

STRATEGIC RAILWAY Figure 4.3 Strategic Railway Schemes However the route will benefit from the SCHEMES same improvements at Woking and the potential effects track and signalling Rail connectivity and in particular rail at Clapham Junction and Waterloo in journey times between the cities and association with Crossrail 2. A local service longer distance travel has already been network would also allow the longer highlighted by the LEP as a high priority distance trains not to stop at Havant for the local economy. The presence of and Fratton. The exact potential of these the Port of Southampton as a key national measures on end to end journey times point of entry into the UK for container from Portsmouth to London will need to traffic is also very important. be investigated in further work.

Freight traffic is relatively well served by In the longer term Investment in the the rail network. Approximately 35% of ‘electric spine’ from the North and the containers handled in the Port of Midlands to Southampton will further Southampton are moved inland by rail, enhance the competitiveness of rail freight to and from the Midlands and North. This between the Solent and the rest of the UK. very high rail mode share has developed At present, freight trains from the port of because of direct rail freight connections Southampton pass through Southampton at the Port itself and good connections to Central and the Southampton Tunnel the industrial heartlands in the Midlands towards the north. It may be possible and North West. to divert a proportion of these trains via Image: DP World Freight Source: AECOM. Salisbury or Chandlers Ford to free paths The work undertaken for this study for fast trains in this area. This might prove regarding the concerns of business Figure 4.2 – Strategic Highway Schemes 2 proposal could free-up track space for Another key priority highlighted in Network critical to the development of a faster more and elected Members of Parliament fast trains, from places along the whole Rail’s Wessex Route Study is a major frequent service to London and for the indicates the perception that existing corridor, including Southampton. improvement will be to address conflicts development of a local rail transit network journey times from the Solent to London at Woking, which significantly affect track discussed later (Figure 4.3). impact on travel behaviour, levels of The case will need to be made in tandem capacity and line speeds in this area. This business interaction and productivity and with the development of Crossrail 2, scheme is currently being developed by There is scope following the speeding competitiveness of the two cities. for the reallocation of existing tracks to Network Rail. up of longer distance services to look at fast services from London, to enable a stopping patterns of strategic services The Crossrail 2 project although a longer fast inter-city railway to Southampton Overall the combination of these schemes particularly in Solent with the aim of term and as yet uncommitted scheme equivalent to other major routes in the longer term will greatly assist in developing local rail services by a local could have far reaching consequences connecting other major cities with London. achieving faster rail journeys from Solent transit network. These are described on the ability to speed up rail services to London. Research completed for the further in this section. from the Solent to the Capital. The latest In combination with reconfiguration of LEP suggests that following examination proposal is for a regional railway, crossing platform space at Waterloo and potential of current rail journey speeds and central London, connecting outer south INTER-CITY RAIL AND remodelling of tracks between Waterloo stopping patterns between Southampton AIRPORT ACCESS west London with rail lines to the north. and Clapham Junction, it should be Central and Waterloo, it is considered Suburban trains which currently use the possible to deliver up to 24 fast trains that a 60 minute journey time could be The distance between Southampton and South West Main Lines into Waterloo per hour from Waterloo, which offers the feasible, subject to tackling the constraints Portsmouth is just 20 miles. The journey would be diverted onto a new route, opportunity to radically improve long- identified. by road can take between 30 minutes and Source: AECOM. passing into a new tunnel south of distance service patterns. 45 minutes in the peak hours depending Wimbledon, under Clapham Junction, In contrast to the Southampton route, on the congestion. Actual journey times and then serving Victoria, the West End It is also important to note that the role of the route from Portsmouth to London via can vary considerably and are highly and the international high speed rail hub at Clapham Junction with Crossrail 2 will be Petersfield has lower line speeds and a variable. This is a particular issue for Euston / St Pancras / Kings Cross. enhanced. Clapham will act as a key hub number of stations. There is more limited journeys to Southampton airport. The providing opportunities for Solent services scope to rationalise stopping patterns M27 is not resilient as a single incident Moving existing stopping services onto to connect to wider London destinations. and also unlikely that maximum running can have a catastrophic impact on this new line will release capacity on the speeds could be significantly increased movements across the Solent and the existing tracks and therefore the Crossrail without major works to realign the tracks. consequential impact on productivity. 36 37 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

Rail connectivity between the two cities Figure 4.4 Proposed intercity Fast Train services. SOLENT TRANSIT Figure 4.5 Proposed Solent Transit Network. is comparatively poor. The journey takes NETWORK between 45 and 65 minutes via only two to three direct connections per hour, two Solent Transit would bring together an services requiring a transfer in Fareham. integrated network of public transport Travel by train between the two cities is modes. Together this will allow improved considerably slower than by road. connectivity and accessibility across the Solent area to link communities A journey from Portsmouth to and opportunities together and support Southampton Airport also requires a sustainable economic growth. The change at Southampton Central or component parts would complement Eastleigh. existing or modified strategic rail services and passenger ferries to and from the Isle Two routes are available between the of Wight and Gosport. cities: the Netley line and the Botley line. The Netley line is direct, but has a number Strategic Park and ride sites and local of intermediate stations that are served interchanges with the bus network would by stopping services. These stopping be essential elements of the network. services affect the maximum speed that can be achieved on the line. The Botley The proposed network would also include; line connects Fareham to Eastleigh: it • A local Rail Transit network does not connect directly to Southampton Source: AECOM. • A Bus Rapid Transit network Source: AECOM. without a change at Eastleigh. • A Southampton Water Fast Ferry The problems of poor rail connectivity By contrast, as with the city to city and Southsea station to the Airport, Service the spine on which to locate key growth RAIL TRANSIT NETWORK between the cities are also reflected connection, travel from Portsmouth to the continuing on to Southampton Central in jobs and housing in the key corridors Whilst the choice of technology for such in poor connections from the east to airport is via the Netley line, which requires within the 40 minute total journey time. In addition to the strategic railway identified in the relevant local and strategic a rail system running on existing lines Southampton Airport Parkway. This station changing in Southampton or via the Botley schemes aimed at improving journey plans. The clustering of development will would be determined by further study and is not only the access to the airport but line, with a change at Eastleigh, neither of A limited stop service on the Netley Line times to London and between the two help to prevent urban sprawl and protect project definition, the application of tram also acts as a sub-regional transport hub, which provides a competitive alternative already takes approximately 45 minutes cities, the proposed Solent transit network green spaces, integral assets to the train technology would allow extensions providing longer-distance rail connections to car travel despite increasing motorway and there may be some scope to reduce will provide a local frequent, multi-stop attractiveness of the area to high skilled of the network to better serve to the Midlands and North. It serves a congestion. this to 40 minutes as well in combination service in and around Southampton workers and investors. Southampton Port, cruise and ferry wide catchment westwards towards with the introduction of local and limited and Portsmouth, and allow an efficient terminals, thus addressing the poor Romsey in particular. Park and ride with Any option for reducing the rail travel times stop services. connection between the city-centre, Further work and definition and business integration and connectivity between motorway access being preferable for between the city centres and to the Airport the ports, the ferry terminals and cruise cases for the rail transit network will modes. Likewise tram technology many compared to congested access to will rely on the ability to either increase The Inter-city services and the link to terminals, the airport as well as well as clearly be required to progress these may offer a more cost effective way of city centre stations or slow services from speeds and or reduce the number of the Airport from both cities could be other hubs of the Solent area such as further, but the principle of an integrated achieving a chord at Eastleigh and allow local stations. stops en route. composed of existing services or form Fareham or Romsey as shown on Figure rail network serving the local area is a key for other street extensions in Portsmouth part of the proposals for a Solent Transit 4.5 below. The network will permit local transformational investment to support or other major development nodes offline Whilst good connections are available on The introduction of a local rail service network which is discussed in the residents, workers and passengers to long term growth in the Solent. to the railway (such as to Whiteley). the main line, access from the east is very network would allow Solent limited following section (Figure 4.4). easily travel within the Solent area and poor. Journey times from Portsmouth and stop services between the cities either make connections to further destinations. The Transit proposals also provide the Southsea to the Airport vary approximately via the Netley or Botley routes. The opportunity to create a multimodal The rail transit network could be introduced flexibly over time and between 46 and 85 minutes. The typical latter would also provide the ability to There is an opportunity to create a interchange between Ferries and Transit potentially used to support key growth journey time by car from Portsmouth, in serve Southampton Airport en route cost effective local rail service network services in the vicinity of Royal Pier in points. In this context we suggest that contrast, is around 25 minutes outside via a reversal at Eastleigh or via the using existing rail lines radiating from Southampton comparable to the Hard the link from Southampton Port to the peak periods. The mode share by rail construction of a chord to allow trains to Southampton and Portsmouth. Existing in Portsmouth. Eastleigh via the Airport should be a for journeys to the airport from the east turn south from the Botley line towards and potential new stops would address first phase, followed by the Netley line is therefore low and contributes to high Southampton. The aim would be to the distribution and movement patterns as far as Segensworth. levels of car use on the M27. achieve as close as possible to a 30 associated with current population and minute journey time from Portsmouth employment centres. It would also act as

38 39 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

Limited stop transit services could also Figure 4.6 Proposed Solent Light Rail Network BUS RAPID TRANSIT Figure 4.7 Proposed Solent Bus Rapid Transit Network provide the connection between the NETWORK cities as in the case of the Randstad. Extensive work has already been Potential phases of the rail transit network undertaken to identify and develop a 12 are shown in Figure 4.6 and detailed bus rapid transit network radiating below: from Portsmouth. Bus Rapid Transit (BRT) initially proposed by Transport for 2 • Line 1: running from Fareham to South Hampshire would connect to the Southampton city-centre, this line will proposed Rail Transit Network and aims to use the existing Botley line tracks to serve the development areas as Dunsbury link Fareham and the BRT Network, Hill Farm Business Park, Daedalus and development areas. It will be Enterprise Zone, Welborne and North developed in different stages, the first Whiteley, to key existing destinations, being between Eastleigh riverside and linking jobs, homes, education and leisure. the Royal Pier via Southampton Airport and a new riverside station at St. Mary’s. This network, which builds on the It will then be extended eastward to successful Eclipse scheme from Fareham Southampton Central and westward to Gosport and the A3 Zip corridor, would to Fareham. create a comprehensive network serving key development sites and linking them • Line 2: operating between the new to the city. Source: AECOM. Southampton St-Marys station and Source: AECOM. Segensworth, this second line will use Portsmouth BRT network would connect Figure 4.8 Proposed Southampton Water Fast Ferry Service the existing westbound Netley line to • Line 6: Portsmouth Transit. It would The Island Line forms part of the South to the existing A3 Zip Corridor (opened in serve locally several stops including also be possible to consider the Link Western Franchise, but operates under a 2008 from Clanfield to Portsmouth). In the existing ones and potential new stops, between Havant and Portsmouth separate Lease Agreement with Network short-term all services serving Portsmouth creating an efficient local service to City Centre as an addition to the Rail rather than an Access Agreement. city-centre from the East including Southampton riverside and city-centre, network. Incorporating a Park and Responsibility for infrastructure additional services to Waterlooville and in connection to the first line. Ride at Farlington and a possible on maintenance and renewals is shared Havant are to be prioritised. Western street extension from Portsmouth • Line 3: the third line of the network will between the operator and Network Rail routes will come on line in later phases, and Southsea station via a revised extend Line 1 westbound to Romsey, under this lease, which is due to expire in and will depend on the implementation City Centre road layout to Cascades, serving Adanac business park and a 2019. In approaching the re-letting of the of the Tipner-Horsea bridge link. This Church St Rudmore and the Continental new Park and Ride. South Western franchise, a key objective includes services to Fareham, Welborne Ferryport. Additional stops could also of the Rail Executive is to secure an and Whiteley. The full proposed BRT • Line 4: going from Romsey to be provided between Fratton and appropriate, financially sustainable long network is illustrated above on Figure 4.7. Southampton Airport Parkway station, Hilsea (Figure 4.6). term future for the Island Line6. this fourth line completes the loop of On the Isle of Wight, in addition to a On the Isle of Wight the future of the Island Solent Rail Transit and allows current Government has stated their expectation sustainable future for the Island Line, Line has been the subject of considerable poorly served areas to access the that the next franchise should develop the impacts of localised congestion and debate recently. The line provides network and easily access the port, ideas to turn the Island Line into a barriers to movement on the Island bring important services for passengers, but Source: AECOM. the airport and the city-centre. separate self-sustaining business during with them the opportunity to develop currently runs at a significant financial loss the life of the franchise6. The recent report priority measures and sections of busway • Line 5: as a final link, a connection and requires significant investment for A SOUTHAMPTON WATER FAST FERRY SERVICE on possible tram or light rail conversion which would offer a “BRT Lite” links between Redbridge and Marchwood upgrades to maintain the integrity of the of the line offers one potential solution and The development of housing and or development of a fast ferry service via Totton will be considered, mainly 10 between Ryde, Newport and Cowes infrastructure and rolling stock . employment along the Waterside is likely on Southampton Water calling at key depending on the development of the would fit with the wider Solent which would be part of the integrated 11 to bring with it the potential for increased locations such as the former Fawley area, and improving access from/to Transit concept . transit network via ferry connections to traffic through sensitive environmental Power Station, Warsash, Hythe and the Southampton Waterside area. the rest of the Solent area and beyond. This would need to interchange with areas. The levels of development and Marchwood connecting to the 10 South Western Rail Franchise Stakeholder Consultation, the ferry terminals within an integrated the distances involved are unlikely in nterchange at Southampton with Rail Executive, November 2015. 12 South East Hampshire Transport Network Improvements transport network. the short term to make a rail extension wider Transit links to the Solent Area. 11 The future of Island Line - Options Report - Christopher Garnett Package - Summary Report (Working Draft) Hampshire County viable. However there is interest in the for Isle of Wight Council- 20 January 2016. Council and Portsmouth City Council 11th October 2013 40 41 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN TRANSPORT INVESTMENT PACKAGES

SUMMARY The evidence suggests that the prospects A review of stopping patterns of Rail A flexible pragmatic approach to CONCLUSIONS AND NEXT STEPS for the Solent economy are good, but may services combined with introduction developing the wider Solent Transit be constrained in the future by the impact of a new local rail network brings with Network with both Rail and BRT and of strategic and local transport congestion it the opportunity to look at faster limited fast ferry services could be phased CONCLUSIONS Solent Transit offers a key structure for • A strategic and economic case for the accommodating the economic and Solent Transit phased programme in line and connectivity. The Solent’s role as a key stop services between the two cities over time, starting with the link between Based on an analysis of past and recent population growth effectively while with revised Government guidance on gateway for people and freight makes a via either the Netley or Botley lines Southampton Waterfront and Eastleigh. In trends allied with the future potential and protecting the high quality environment wider economic benefits. strong national and local case to improve and the introduction of a competitive the longer term other routes stations and economic forecasts, it is clear that the by giving an explicit focus on Transit both strategic and local connections. rail link between Portsmouth and additions to the network could be added. Solent area could become a region of • Detailed transport business cases for Orientated Development and securing Furthermore the topographic and Southampton Airport. By this means that investment can be 2 million people over the next 30 to 40 the initial phases of (a) the Phase 1 of access to our key gateway assets. environmental constraints point towards matched to growth, and longer term years. While improvements will result from the rail transit solution in Southampton a concentration of growth in certain The introduction of a local rail network transit orientated development focussed the current investment programmes of and (b) an extension of the BRT in The next steps to take Solent Transit key corridors. Restricted alternatives using existing rail routes would allow on the Transit network can be considered. Highways England, Network Rail, Public Portsmouth. forward would involve: to car travel in those corridors tends to competitive journey opportunities, Transport Operators, and the Local • Strategic highways will need continued exacerbate the effects of traffic and with resilience from disturbances in Transport Authorities, forecasts suggest • Securing buy-in from local public investment to tackle known problems hence attractiveness of these locations the strategic network. Furthermore, by increasing congestion will occur on the and private sector stakeholders and and support essential business use and for business or homes. considering alternative rail technologies road network and this will continue to agreeing the implementing body and optimise its strategic route function while such as tram trains, extension to the affect business productivity locally and governance structures (In relation public transport options are developed. Whilst improvements to the strategic road existing network could be considered, constrain growth potential. Furthermore to governance and in the context of network will go some way to alleviating such as the link to Southampton Port many future development locations are devolution, a new single policy and Strategically a public Solent Transit some of the current constraints and and Waterfront areas to tackle some dependent on the road network. delivery body should be created network should be developed over barriers to growth, the stakeholders and connectivity and integration issues. Other to determine, manage and deliver the next 25 years based around rail for business community consulted as part connections off the heavy rail network Compared to other similar areas and transport plans and the delivery of public Southampton, rapid bus in Portsmouth of this study concur that the long term could include a reinterpretation of the despite growing faster the Solent area transport networks for the area. This and potential extended rapid bus on vision for the area has to be based on Eastleigh chord and possible connections has an all mode infrastructure deficit. should be based on any devolution the Isle of Wight, with integration and an integrated public transport offer that in Portsmouth city centre. This needs to be addressed to ensure agreement agreed for the area.) Private interchange as a key objective. supports the two cities and creates a that future growth is accommodated in sector partners would have the potential Solent wide network that links existing A real opportunity exists to bring together a sustainable way and to ensure that the to bring forward schemes that are Faster rail services are required between communities and growth opportunities transformative schemes such as the agglomeration and productivity benefits supportive of the transport vision. the Cities to integrate labour and housing in the key corridors. BRT network serving Portsmouth and from market integration and expansion markets, leverage the airport’s function its hinterland with the radical rethink of • Integrating the strategic transport are secured. and offer viable alternatives to road. With the arrival of Crossrail 2 in the how rail services and the existing rail needs from business into other local This can be integrated with current and longer term, opportunities exist to infrastructure is used and existing and new workstreams for transport, land use proposed park and ride speed up services from Southampton Fast ferry services to form a Solent Transit KEY RECOMMENDATION and infrastructure acknowledging to London and in so doing to re-examine Network which would integrate movement AND NEXT STEPS local constraints (e.g. Solent Strategic In parallel, the segregated Bus Rapid the stopping patterns of trains and between the cities and the key growth Economic Plan, any emerging The key recommendation of this 25 year Transit around Portsmouth should be allow the development of a local Solent corridors. The adoption of a Solent Transit devolution deal for the area, the investment plan is that the Solent area extended and linked to Park & Ride Rail Network. network would act not only as a catalyst, emerging Partnership for Urban South now needs to take the bold decision to locations to provide alternatives to road. but as an external brand asset for the focus on the development of an integrated Hampshire Spatial Strategy work, and In looking at the role of long distance and Region in much the same way as metro or and expanded public transport network - under development by Solent Transport local rail services it would be possible to LRT schemes have done for other cities. Solent Transit – covering new and existing including the updated Sub regional improve the journey times and connectivity bus, rapid bus, ferries, park and ride and transport model, and Rapid Transit). between the two cities and between rail/light rail modes across the increasingly • Producing a business case for the Solent and the Capital and to create a integrated area. Solent Transit programme and its resilient local service network that could initial phases. This will require feasibility be expanded over time to incorporate assessments and sifting of viable all the key growth and development sites. options to meet transport appraisal guidance. However there is potential to complete the following by late 2016:

42 43 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES

APPENDICES APPENDIX A APPENDIX C TRANSPORT INVESTMENT PACKAGES LIST OF DOCUMENTS REVIEWED

APPENDIX B APPENDIX D BENCHMARKING RESULTS TABLES LIST OF CONSULTEES

Image: M275 - Portsmouth Credit: Portsmouth City Council 44 45 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES

APPENDIX A PHASE 1 (2015-2020) PHASE 2 (2020 - 2040) INVESTMENT PACKAGES KEY: Committed or Funded / Completed KEY: Committed or Funded / Completed TRANSPORT INVESTMENT PACKAGES / Proposed / Proposed

Solent Transit Package Fast Ferry services to Southampton Water sites subject Rail transit network Phase 1: Eastleigh-Southampton to development (first phases, including Warsash and Airport-Royal Pier. (Implementation). Local bus, rail and ferry Hythe) PHASE 1 (2015-2020) PHASE 2 (2020 - 2040) Southampton Royal Pier Multimodal interchange Park and Ride INVESTMENT PACKAGES KEY: Committed or Funded / Completed KEY: Committed or Funded / Completed Provision of interim improved journey times and services (Implementation) Demand Management between Portsmouth, Southampton Airport and / Proposed / Proposed BRT Western routes, including services to Fareham, Southampton city via Botley line reversal at Eastleigh TOD nodes for Housing Growth Zones Welborne and Whiteley, to be implemented in the longer- Roads Package Highways England Investment Priorities; Extension of Active Motorway to A3(M) interchange Local Transport Authorities/Solent LEP/ Private Rail transit network Phase 1: Eastleigh-Southampton term; dependent on the Tipner-Horsea bridge link. Local and strategic, including freight Highways England to start by 2019/20: Airport-Royal Pier. (scheme development and design) Park and Ride hubs “Solent Metro” Additional fast ferry stops will be considered, dependent (HE) / HCC / SCC/ PCC/ IoWC M27 SMART Motorway (£260m) and widening Southampton Royal Pier Multimodal on future development potential, including Marchwood Local network enhancements (£1.6bn) interchange(scheme development and design) and Fawley-Calshot areas. Improved Isle of Wight and mainland link focussed on M3 SMART Motorway Improvements to Public transport access to Provision of interim improved journey times and services ferry travel Southampton Waterside developments, ferries, port and between Portsmouth and Southampton in conjunction M271/A35 Redbridge Roundabout improvement cruise terminals with Transit network either via Botley line or Netley Line (£5.5-£10m) Portsmouth BRT network, all services serving Southampton Airport – Portsmouth faster rail service in M3 Junction 9/A34 Portsmouth city-centre from the East including additional conjunction with Transit services on the Botley Line services to Havant. M27 Junctions, including Rail transit network later Stages 2-4 ( scheme Junction 3 Design and Implementation of IoW Island Line as LRT development , design and implementation. see annex Junction 5 / improved access to airport development following pages for description) sites Development of a BRT ”Lite” network on Isle of Wight between Ryde to Newport and Cowes integrated with Additional Solent-wide Park and Ride hubs connecting Junction 10 (north of Fareham) traffic congestion measures. development sites to rail/bus network

Southampton Junctions (M27/J8, A27 Windhover Further development of Integrated ticketing and roundabout, A3024, A27/A335) information systems Solent-wide

M3 J9-14, M3 J10-11, M3 J12-14 highway capacity Improve walk and cycle in catchments to stations and improvements (£50-200m) nodes.

M27 J9 improvement to support planned developments Station Quarter, Southampton

A3 improvements (£200m-£300m) The Hard Interchange, Portsmouth.

Local network improvements:

Gosport, Stubbington Bypass, Botley Bypass

Improve access around airport to unlock development (including Wide Lane Bridge) Airport Package Improved road access and junction improvements Improve services to Solent Airport via Eastleigh and the at M27 J5 and improved access to surrounding Botley Line or equivalent solution to meet business Potential for devolution of powers for the integrated AGS Airports Ltd / Highways England development sites. (see Roads Package). needs management of the M27/M271/M275 Network Rail Rail links (see strategic Rail and Transit Packages) Improved rail connection eastwards to Portsmouth (see Coppins Bridge strengthening works, Newport Rail Operators Rail and Solent Transit packages) Investigate Improved services to Heathrow / Gatwick Further improvements to Coppins Bridge, Newport airports Southampton Airport runway expansion Portsmouth City Centre Roads Infrastructure Consideration of any new runways in the SE Reorganisation

Whiteley Way

Improved highway access to Marchwood Military Port Port Package Commitment to Electric Spine Rail improvements. Electric Spine development (see Rail Package).

Millbrook roundabout Port freight, cruise, ferry Royal Pier Waterfront development and Ferry Terminal Port expansion Investments in Southampton and East Cowes ABP, Wightlink, Red Funnel Intermodal hubs Integrated logistics plan for the Solent Strategic Rail Package Address platform capacity issues at Southampton Crossrail 2 (£27bn), incl. improvements in SE and Solent LEP Central London Strengthening highway access to the Ports. Strategic connections to enable connections beyond the Local Transport Authorities Solent (e.g. north, London and SE), incl. rail freight Interim Improvements services to enable faster trains Optimise capacity on South West Main Line in London between Southampton, Portsmouth and London Network Rail / TOCs linked to re-franchising Remodel tracks between Waterloo and Clapham Conduct a Solent LEP local and strategic rail route study Junction

Improve walk and cycle in catchments to stations and Optimise interchange at Clapham Junction between the Governance / Delivery In relation to governance and in the context of To be updated to align with any devolution discussions provide adequate cycle carrying capacity on trains. mainline and Crossrail 2 devolution, a new single policy and delivery body should Devolved functions be created to determine, manage and deliver transport LEP and partners to feed business requirements into Based on Crossrail 2 measures and Woking / plans and the delivery of public transport networks Wessex re-franchising. Basingstoke Flyovers (design option currently), for the area. This should be based on any devolution improvements services to enable fast trains between Commitment to Woking and Basingstoke Flyovers agreement agreed for the area. Southampton, Portsmouth and London Commitment to Electric Spine from the North and To be updated to align with any devolution discussions Basingstoke to Southampton Electric Spine Midlands to Southampton electrification (CP6 2019 onwards)

46 47 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES

TABLE B3 – PLACE OF WORK APPENDIX B Source: 2011 Census Origin/Destination Data. NB. The city area boundary affects the degree of self-containment BENCHMARKING RESULTS TABLES

TABLE B1 - POPULATION GROWTH AND ECONOMIC DYNAMISM Source: Annual Population Survey (LA basis), BRES, DCLG LEEDS & CARDIFF DERBY & GLASGOW SHEFFIELD SWANSEA &SWANSEA & LIVERPOOL NOTTINGHAM SOLENT AREA SUNDERLAND MANCHESTER EDINBURGH & & NEWCASTLE

% OF EMPLOYED RESIDENTS WHO ... LEEDS & CARDIFF DERBY & GLASGOW SHEFFIELD LIVERPOOL SWANSEA &SWANSEA

NEWCASTLE Live and work in the same “main city” 20% 16% 19% 23% 18% 44% 64% NOTTINGHAM SOLENT AREA EDINBURGH & SUNDERLAND & MANCHESTER &

Population in 2014 (Millions) 1.3 4.3 2.0 3.0 2.1 2.3 0.9 Work in the other “main city” 1% 0% 1% 0% 1% 1% 1%

Live outside the two main cities and work within Population growth 2009-2014 (CAGR) 0.7% 0.6% 0.4% 0.6% 0.6% 0.6% 0.6% 13% 15% 16% 10% 14% 18% 5% them

Housing completions per 1,000 residents (2014) 3.2 1.5 2.5 3.0 1.7 - - Live in the two main cities and work outside them 10% 7% 8% 5% 6% 5% 4%

Employment in 2014 (Thousands) 693 1,831 787 2,071 913 1,168 436 Live and work outside the two main cities 56% 63% 55% 62% 61% 32% 26%

Employment growth 2009-2014 (CAGR) 0.6% 0.4% 0.3% 0.2% 0.2% 0.0% 0.3% TABLE B4 – COMMUTING Source: 2011 Census Travel to Work Data; DFT Average Distance of Travel to Work (A further 2% use “other means” in all benchmarked city pairs) TABLE B2 – EMPLOYMENT AND JOBS Source: 2011 Census Origin/Destination Data, Annual Population Survey, BRES LEEDS & DERBY & SHEFFIELD & LIVERPOOL NOTTINGHAM SOLENT AREA SUNDERLAND MANCHESTER & NEWCASTLE LEEDS & CARDIFF DERBY & GLASGOW SHEFFIELD SWANSEA &SWANSEA

& LIVERPOOL Average commute distance (Miles) 9.6 8.2 10.4 8.9 9.3 NOTTINGHAM SOLENT AREA SUNDERLAND MANCHESTER EDINBURGH & & NEWCASTLE

% of residents working in a different district to 40% 40% 37% 31% 47% 29% 11% Total annual commuter movements (Million Miles) their place of residence 5.8 13.0 7.6 16.3 7.6

% of population in two main cities 29% 23% 29% 44% 26% 48% 63% % travelling to work by car 64% 63% 64% 65% 67%

% of recent population growth found in two 45% 45% 47% 52% 43% 77% 75% main cities (2009-14) % travelling to work by public transport 8% 15% 14% 12% 10%

% of employment in two main cities (2014) 38% 39% 49% 41% 46% 81% 95% % travelling to work by bicycle 4% 2% 2% 2% 2%

% of recent jobs growth found in two main 9% 31% 22% 17% 60% -22% 48% cities (2009-2014) % walking to work 11% 10% 10% 10% 10%

% working from home 11% 8% 8% 9% 10%

48 49 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES

TABLE B5 – TRANSPORT INFRASTRUCTURE TABLE B7 - PORTS

Source: DFT “Table RDL0102b-Major road dual carriageway road length by road type and local authority in Great Britain, 2014”, relevant websites. * Solent figure reflects the (Combined port and airports systems within region) Source: DFT proportion of the motorway network in Portsmouth and Southampton and the part of Hampshire that is in the Solent LEP area.

LEEDS & LEEDS & DERBY & DERBY & SHEFFIELD SHEFFIELD & LIVERPOOL & LIVERPOOL NOTTINGHAM NOTTINGHAM SOLENT AREA SOLENT AREA SUNDERLAND SUNDERLAND MANCHESTER MANCHESTER & NEWCASTLE & NEWCASTLE

Annual bus journeys per resident 45 80 78 144 58 Tonnes of port traffic 40,473 38,121 7,387 - - - 2,257

Miles of tram / metro network per million people 0 31 24 6 9 Tonnes of port traffic per thousand residents 26 9 4 - - - 2

Miles of motorway per million people 26 * 31.6 15.4 45.8 0.1 Airport (million passengers per annum) 1.8 26.0 4.7 3.3 4.5 17.9 1.0

Miles of A road per million people 14.3 49.4 112.9 65.0 16.1 Annual airport passengers per thousand residents 1,203 6,282 2,431 1,124 2,165 8,061 1,121

TABLE B6 – ACCESS TO LONDON

(Weekday, 12.00 PM) Source: Google Maps, Network Rail

LEEDS & DERBY & SHEFFIELD & LIVERPOOL NOTTINGHAM SOLENT AREA SUNDERLAND MANCHESTER & NEWCASTLE

Average minutes to London by rail 88 138 78 135 90

Average speed to London by rail (MPH) 53 87 24 82 79

Average minutes to London by road (mi) 78 217 271 177 125

Average minutes to London by road 105 210 275 195 140

Average speed to London by road (MPH) 45 62 59 54 54

50 51 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES

Solent Strategic Transport Investment Plan APPENDIX C APPENDIX D AECOM Stakeholder Consultation LIST OF DOCUMENTS REVIEWED LIST OF CONSULTEES (Sept 2015 to Feb 2016)

Atkins Working Paper: ONS Household Surveys, Census UK Commission for COMPANY / ORGANISATION / GROUP Technical report considering potential for and Annual Population Survey Employment and Skills transformational transport investments in The Future of Work: Solent Strategic Land and Infrastructure Board (SSLIB) the Solent LEP Area (2014) Oxford Economics Jobs and Skills in 2030 (2014) Solent Growth Hub Solent LEP Economic Forecasts Centre for Cities (June 2015) Visit England Business South Anchoring Growth (2013) Future Trends (2013) University of Portsmouth PBA FSB Centre for Cities Solent Transport Investment Plan Wessex Route Study Outlook (2015) Consultation Report (2015) Hampshire Chamber of Commerce PUSH IoW CoC Hampshire Chamber of Commerce SEEC South Hampshire Strategy Transport Strategy Review Reports Mind the Gap (June 2014) Future Solent

(2011, 2012) South Western Rail Franchise Southampton Solent University Solent LEP Stakeholder Consultation, Rail Education Business Partnership Hampshire County Council Annual Report (Jan 2016) Executive, November 2015. Jobs Report (July 2015) LEP Chairman / Hughes Ellard Solent LEP Hampshire Fare CIC Hampshire and Isle of Wight Productivity and Growth Supplement Devolution Prospectus (Sept 2015) (2016) Southampton Airport

Wessex Enterprise Highways England Route Based Solent LEP Strategies: Solent to Midland and M25 Strategic Economic Plan: Port of Southampton to Solent Transforming Solent (Oct 2014) Marine South East

Hampshire Chamber Asian Network HM Government Solent LEP Fixing the Foundations (July 2015) Transforming Solent: Solent Business Growth Network Marine and Maritime Supplement (2014) CEO Wightlink / Condor Ferries House of Commons Transport Committee Solent Transport (formerly TfSH) Solent Transport

Access to Ports (2013) Transport Delivery Plan (Feb 2013) Solent Growth Hub

Camp Wight LEP Network TfL Creating Successful Local Economies Drivers of Demand for Travel in London Context Printing & Copying (2012) (2014) PUSH

Network Rail Market Studies Fawley Power Station

Basenet Services Ltd

Rotodama Ltd

Solent LEP Board

Representing Flick Drummond MP

WSP

52 53 SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES SOLENT STRATEGIC TRANSPORT INVESTMENT PLAN APPENDICES

COMPANY / ORGANISATION / GROUP COMPANY / ORGANISATION / GROUP

Update at meeting and shared Interim Report with Group by email post-meeting Bryan Jezeph Consultancy Ltd

Solent Transport Eastleigh Council - economic development

Portsmouth City Council First Hampshire

Network Rail TKL Architects

Solent Strategic Land and Infrastructure Board (SSLIB) Meachers Global

MP Southampton City Council - economic development

South Hampshire Bus Operators' Association (SHBOA) 2M Transport consulting

South Western Trains Paul Basham Associates Ltd

Hampshire Chamber of Commerce Sustrans

Fareham College Southampton City Council - transport

Business South / Regenerate South Hampshire CoC - Head of representation

DP World Highways England

Highbury College Hampshire CoC - Business Development Manager

Port of Southampton Network Rail

Isle of Wight Chamber of Commerce Solent Transport

Ben Ainslie Racing Isle of Wight Council

Lambert Brothers Solent MPs or their representatives: Flick Drummond Meachers Global George Hollingbery Airbus Alan Mak Steve Brine South Downs College Andrew Turner SEA Suella Fernandes Representative of Penny Mordaunt QinetiQ Caroline Dinenage Wightlink Royston Smith Caroline Nokes Wessex Federation of Small Businesses Mims Davies EEF Portsmouth City Council Airbus Hampshire County Council Regenerate South Solent Transport Hampshire Chamber of Commerce Planning & Transport Committee

Regenerate South

DP World

University of Southampton Transport Services

New Forest Business Partnership

Hendy Group

54 55 Credit: Red Funnel Group

STAY IN TOUCH GET INVOLVED Call: 023 9268 8924 We rely on volunteers from across the Email: [email protected] Solent business community to provide the strategic direction and leadership Tweet: @solentlep which drives forward the work of the Subscribe: www.solentlep.org.uk Solent LEP. Write: Solent LEP Office, Second Floor, Help us transform the Solent economy Building 1000, Lakeside North Harbour, by joining the Solent LEP as a Business Western Road, Portsmouth PO6 3EN Download our publications at Member, volunteering on one of our solentlep.org.uk/downloads Delivery Panels or standing for election as a Business Directior on the Board of the LEP. Visit solentlep.org.uk or get in touch with us to find out more.