the island city 1 - mainline rail connectivity a proposal for change

Walter Menteth, Portsmouth - The Island City papers 10/04/2016 Rev.2 Contents

1 Foreword 5 2 Summary proposals 6 Intercity level 6 to Europe 6 The Solent to 6 Portsmouth Direct 7 London Direct 7 Portsmouth Southampton High Speed Direct 7 The Meon Valley Rail 7 Regional level 8 Administrative 8 Franchises and integration 8 Public Utility 9 3 The planning context 11 The region 14 Intercity level 15 Regional level 15 Rail service issues 16 Capacity 16 Speed 16 Freight 16 Passenger choice 16 Programmed improvements 17 London capacity issues 18 Proposals: 19 4 Detailed rail route proposals 21 The Solent to Europe 23 The Solent to Bristol 25 Portsmouth London direct - to Surbiton 27 Southampton London direct - to 31 Portsmouth Southampton direct 33 The Meon Valley Solent Railway, Knowle to Alton 35 South and south west connectivity 37 5 APPENDIX 39 A. Best rail journey times with average speed, from Portsmouth 39 B. Rail journey times relative to car from Portsmouth 40 C. Rail speeds, relative travel times and distance from Portsmouth 41 D. and Southern Rail existing network maps 42 6 Notes 43 Bibliography 43 References 43 Image credits 44 About 44

2 THE VISION High speed south (HSSE) - sustainable regional growth

INFRASTRUCTURE / CONNECTIVITY/ ACCESSIBILITY NETWORKING / CAPACITY /SPEED PUBLIC TRANSPORT MODERNISATION

How the City of Portsmouth working with cities in the south of England has an opportunity to develop a future transportation strategy with government to improve connectivity, sustainability and economic benefit.

fig. 2 Options considered for the UK future, global hub, city hubs or communities,

3 “Transport investment is proven to support economic activity within and between our cities.” Andrew Carter, Centre for Cities

fig. 3. Proposed primary rail network Red - High speed rail network >270 kph, Yellow - 200-230 kph network

Inverness North sea

Glasgow Edinburgh

Newcastle Tees Valley

Liverpool Leeds Manchester

Birmingham Sheffield Nottingham

Gloucester Peterborough

Cardiff London Bristol

Salisbury Exeter Southampton Ashford Bournemouth Portsmouth Brighton Lille Brussels Antwerp Amsterdam

Paris Cologne Hanover Berlin

North west European economic hub

4 1 Foreword

The area considered in this report (fig. 5 Areas A + B) capacity before 2043 (fig.11&12)5 or other capacity has an urban population exceeding 6.142m, almost increases sufficient to fulfill significant market share half of metropolitan London at 13.879m, with the growth. On growth over the last 10 years alone, this south of this region alone contributing over 15% of might be considered inadequate. the UK’s GVA output. This compares to London at A significant issue with rail planning is that to achieve 22.6% and Scotland at 7.7%1 . investment, works require core, high and low scenario With significant UK rail network improvements, analysis which is typically developed on demand such as HS1, taking over 25 years in planning and projections precedented on existing and established development it is imperative that the South West markets. This is known as the ‘own-cost elasticity and South Coast region promote forward planned model’. Largely this is modeled on projections of rail development to secure the economic and existing determinable patterns of usage and behavior. environmental benefits of a high capacity, faster rail This methodology reinforces knowns, and is not service, at local, regional and intercity level. necessarily well suited to the need for disruptive or visionary change. To be fit for a successful low-carbon economy there is a need for new and improved capacity in primary Historically the rail network has been responsible for rail infrastructure. This makes long term planning many towns being established and growing where necessary. none previously existed. Projections then could not forecast this expansion, or the subsequent decline, in Despite high usage the UK’s rail network investment the use of the railways in the mid C20th, when the car has been lagging. This is a disadvantage in the move was invented. towards more sustainable mixed mode transport policies 2 . Today, to transform into a low carbon economy and build resilience against climate change, we Since the mid-1990s, there has been sustained urgently need to plan forward investment in new rail growth in rail passenger demand, at a rate far in infrastructure and significantly grow market share. excess of any other mode of transport. Demand is soaring (fig.7): over the 10 years to 2013, rail Many recent major UK rail proposals have to date passenger journeys in Great Britain have increased by been driven by the economies of London and the 57%3. northern cities; with an absence of due consideration for the needs of the south west and south coast. By 2043 further growth of 40% is anticipated for the London and southern services yet, even before The needs of the south and south west within growth is considered, approximately 20% 4 additional forward proposals needs to be balanced. A capacity is required in the south east to deal with centralising and northern policy bias may have long existing over crowding on services (fig.11). term detrimental impacts on established southern settlements; and the Solent region may be at risk of Therefore, and as a minimum, 60% additional becoming a poor satellite of London. capacity is required by 2043. These outline proposals for future rail infrastructure ’s ‘Wessex Route study’ in 2015, makes a in the Solent region aim to contribute to expanding valuable contribution to forward planning however it this debate, anticipating demand growth. lacks the vision necessary to address these long term issues; let alone the pressing current need to further improve rail transportation to relieve roads and better serve the Solent region. In 2012 there were 12,000 trains run every day, 13,000 more per week than five Proposals for light rail, water, bus, bike and pedestrian years previously; but none of Network rails works connectivity within the local areas of Portsmouth, programme will provide any increase in fast line and are reviewed separately.

5 2 Summary proposals

The aspirations to deliver a low carbon economy call The Solent to Europe for rail service improvements to be further promoted To enhance access the European markets and serve and delivered; and to think ahead beyond the existing the future sustainable development of the south limited scope and ambition of Network Rail and coast urbanisation existing franchise holders. • A new high speed 174 km high speed rail line Implement the report proposals to improve line from Eastleigh to Ashford with a designated speed and capacity to achieve high speed, safe, speed of 270-300 kph. comfortable, punctual, frequent and cost effective • Stations are proposed between Eastleigh journeys. and Ashford at: Waterlooville (Portsmouth), Intercity level Brighton and Eastbourne/Hastings. It is also proposed there be a direct channel tunnel General items capable of being delivered in the short connection. to medium term on all services radiating from London include: The Solent to Bristol • Install in-cab signaling to all routes to To serve future sustainable development of south Portsmouth. west UK Cities • Promote and support capacity building and speed improvements including new • A new high speed 107 km rail line with a track, extending from central London out to designated track speed of 270-300 kph should Surbiton. be constructed from Eastleigh to Bristol, bypassing Romsey, Warminster Trowbridge • Upgrade to overhead AC electrification and Bath with a new Salisbury interchange, • Use the maximum number of carriages. to connect with the London Exeter service, as • Upgrade stations where necessary for longer part of the regional arc. trains to increase passenger capacity. To improve distributive capacity in London, as part of the 2 programme, it is proposed that: • Clapham Junction station be rebuilt to increase passenger, station and track capacity, with tunnel access or flyover connection of the London overground to the new hub allowing direct through running, • The new Northern line from Nine Elms be extended through to Clapham junction and the Northern lines new western branch train frequencies and capacity to be upgraded to be equivalent to the Victoria line. • Support the extension of Crossrail 2 to Surbiton with new track capacity as a priority

6 Portsmouth London Direct Portsmouth Southampton High Speed Direct Summary specific improvements to the direct Summary specific improvements to the direct Portsmouth London line connection include: Portsmouth Southampton London line connection to • Engineering works to the tunnel, improve speed and capacity include: • Relaying track from south, • Upgrading the existing line between Knowle and Eastleigh be upgraded to min. twin high • Reducing the number of halts, speed tracks. • Providing additional north bound capacity with new length of track from Godalming • New 2 track high speed line from north west via Cobham, to bypass both and of Porchester connecting to Knowle junction. Woking. • Knowle junction be configured to allow future • Laying supplementary track and widening connection of east and west bound traffic stations to provide more and better passing from the (see following) places. The Meon Valley Rail Southampton London Direct To increase future regional capacity (33% above existing) towards London and provide new suburban Summary specific improvements to the direct services for the Solent region it is proposed that Southampton London line improve speed, increase capacity (33% over existing) and reduce the direct • The historic Meon Valley Railway be further travel distance; by whole or part reuse of the historic investigated. Line infrastructure. This includes: • Detailed investigation and analysis of the line • Reconnecting and upgrading the be commissioned to explore its potential for from the Crompton Twyford area through increasing capacity to London, and/or as a to Alresford and on to Woking via . suburban commuting service for the Solent Providing an additional minimum of 2 tracks cities. bypassing . • All relevant authorities work to secure • Widening 7km of line to provide 4 rail tracks future opportunity of the route of the Meon from Twyford to Eastleigh Valley Railway; by securing land rights and precluding further development on the line of • Track realignment at /Aldershot, to the route and through forward policy planning; improve speed. • A programme of remediating maintenance Or by re-use of the former route alignment against further decay be implemented. • Re-instating 2 tracks from to Alresford on the former rail beds along the Itchen valley with onward connection through to Aldershot and Woking.

“we’ve lost sight of a bigger discussion: what is the purpose of the railway in the first place? What’s it for? What role does it play in national life, in our economy, in our national identity? .... towards a railway fit for a successful low-carbon economy – but the debate about the railway remains caught up in day-to-day issues” Tomorrow’s railway. Forum for the future 2012

7 Regional level

Administrative Franchises and integration Integration of transport service provision across the There are currently a range of different rail operation City region needs to be addressed. The Solent region franchisers delivering a range of services having should work further towards: with variuous charges, systems, terms and levels of • Development of an integrated regional provision etc. transport authority having meaningful • To improve uptake of mixed modal capabilities and capacity, as part of the transportation, improve efficiency and developing ‘Solent City’ region or towards a effectiveness, and reduce reliance on vehicle Solent regional authority. In transport planning traffic requires that the public transport an authority combining seven Solent councils system be better integrated. into a metropolitan region would likely have • In all franchise contracts agreed planning enhanced capacity to affect meaningful objectives should be moved forward further change in the longer term. and faster. • A public transport pricing structure should be agreed across the region. This might best be by a twin centred zonal system, similar to the London ring zones, but radiating out from two centres based on Portsmouth island and central Southampton. Viability might best be determined by detailed option appraising.

fig. 4 Waterloo station ticket barriers.

8 Public Utility To enhance economic activity, infrastructure Public comprehension of the service provision across contributions, and service uptake; and to relieve the region is not supported by readily available congestion and develop more sustainable information. For example a wide variety of transport transportation forward: maps are available and determination of schedules • A Solent area PTAL (Public Transport and prices for single or onward journeys remains an accessibility level) mapping should be issue. commissioned, embedded in policy and used to give incentive to development densification Portsmouth has recently improved the maps of its rationally around public transportation hubs. services but they lack integration with neighbouring This simple mapping approach has been authorities. successfully adopted in London (PTAL) and • A web based Solent ‘Journey Finder’ service Manchester (GMAL) to support sustainable wpuld address these issues. development and the funding of infrastructure. • Similar to those published by TfL , there • Based on PTAL evaluations, a sequential should be an integrated Solent region map roll out of car free development should be embedded early within policy within all showing the primary public transport arteries. central urban and high PTAL rated areas. This This should communicate the zone based principle should be upheld as a developmental charging structure simply and include all incentive delivering infrastructure levies and water based services . closely linked to forward transport investment programmes. • A Solent area ‘Oyster/Bank Card’ style electronic public transport payment system be implemented. The capability to operate this by a specified deadline should be embedded in all future transport franchise contracts. • Payment should allow single price payment for onward journeys using mixed modes of public transport by bus, rail, light rail, water and bike etc, to allow mixed modal integrated public transport use. • Lower rates outside peak hours might be charged to encourage distributions of journeys through the day and reduce peak capacity issues, • Provision should also be considered for fare reductions for those having bikes, prams or wheelchairs, and those purchasing for a longer commitment, such as season tickets; to provide an incentive that can reduce car dependence in specific locations, such as Portsmouth/Portsea island and/or central Southampton,

9 Indicative urban populations Area A 3,283,425 Area B 2,858,682 Total area A + B 6,142,107 London 13,879,757 ma.

fig. 5 Urban populations 2011 (thousands with ma denoting metropolitan areas). CHELTENHAM 116k B GLOUCESTER 125k

CARDIFF BRISTOL CHIPPENHAM 1,097k ma 1,006k ma 116k

BATH 89k TROWBRIDGE 33k

A

SALISBURY 44k WINCHESTER 45k TAUNTON 65k YEOVIL SOUTHAMPTON 45k PORTSMOUTH 1,547k ma

EXETER 124k BOURNEMOUTH/ NEWPORT RYDE 10 DORCHESTER WEYMOUTH POOLE 24k 19k 52k 464k 25k 3 The planning context

This paper envisages regeneration across an arc of Regional economic distributions across the UK are southern England where the capacity and pressure on reflecting significant imbalances. London has grown London is relieved through growth across the existing significantly, and in national GDP it has become urban centres of the wider region (fig.3). The ring economically predominant. It is diverging further comprises the southern urban settlements and those from cities such as Portsmouth and Southampton, arcing to the north through Bristol extending towards many of the smaller south coast towns such as Birmingham in the north (fig.5 Areas A +B). Hastings, Shoreham, Havant, or locations such as the . In these locations growth has been The proposal investigates opportunities for constrained and is lagging. Portsmouth and the Solent region working in conjunction with other regional interests, to Increasingly, in terms of economic growth, education contribute towards developing a long term national and health, London no longer a balanced model for rail infrastructure strategy across this region to comparison.. contribute towards enhancing regional opportunities.

13,879k ma

ALTON R TUNBRIDGE ASHFORD 18k 110k CRAWLEY WELLS 58k HORSHAM 107k 48k PETERSFIELD HAYWARDS HEATH 15k 23k BURGESS HILL 31k SOUTHAMPTON PORTSMOUTH 1,547k ma HAVANT CHICHESTER LITTLEHAMPTON SHOREHAM LEWES HAILSHAM BEXHILL HASTINGS 46k 27k 56k 48k 17k 20k 41k 90k BOGNOR REGIS WORTHING BRIGHTON EASTBOURNE 24k ma 183k ma 281k 101k RYDE 11 24k Modal Comparisons

Travel to work TSGB0110-0111 Travel to work TSGB0111 Travel time (minutes) to work by region: Travel time to work by mode: Great Britain Oct to Dec 2014 Great Britain Oct to Dec 2014

Other 45 mins modes People working in London have the 22 longest average commute. 23

All 25 modes 26 0 20 40 60 24 Minutes 2 25 24 9 59 mins 9 15 mins 26 The average rail The average walking 26 45 24 commute. commute. Travel to work TSGB0108-0109 Travel to work mode share: Great Britain 2014 Car/van Walk Rail Bus Other Passenger casualty rates 68% 10% 9% 7% 5% TSGB0107 Fatalities per billion passenger kilometres by mode: 2005 to 2014 average

86 motorcyclists 1 water Fig. 6. UK travel to work mode share 2014. OverseasThere are over travel 28 m TSGB0113cars in the UK today Visits abroad by residents by mode: UK 2014 Channel 28 pedestrians 0* bus/coach tunnel

million 8% 26 pedal cyclists 0* train 60.1 Sea visits abroad by UK 12% residents in 2014 - 2 car occupants 0* air almost double the 34.4 Air million visits to the UK 80% * negligible number 2014-15 Quarter 4 Resultsby overseas residents. 1 van occupant Passenger Journeys by sector – chart FurtherGreat data areBritain available, data including: 2002-03 Q1 to 2014-15 Q4 ► Travel to work by region of residence/workplace and method of travel: TSGB0108-12 ► Overseas travel - visits to and from the UK:Fig. TSGB0113-157. UK Passenger journeys by sector. UK 2002-03 Q1 to 2014-15 Q4 ► PassengerAs seencasualty with rates by mode of travel: TSGB0107 passenger kilometres, Further informationfranchised and passenger detailed statistical tables: Modal Comparisons statistics Passengerjourneys Transport have and Labourseen Force Survey Overseas Travel John Cummings Olivia Christophersen 020 7944 3097 020 7944 4276 steady growth over Passenger journeys have seen steady [email protected] [email protected] growth over the past few years. In the past few years. 2015, they reached a record 422.7 Station improvements, million, a 3.7% increase on the previous period. regeneration of areas, additional train services with revised timetables, attractive offers and deals facilitating cheaper travel, and the general upturn in the economy have all contributed to the increasing number of passenger journeys over the years.

12  In 2014-15 Q4, franchised passenger journeys reached a record 422.7 million, a 3.7% increase on the same quarter in 2013-14. This quarter saw the highest franchised passenger journeys made on Season tickets since the beginning of the time series, totaling 197.9 million journeys. Season ticket journeys accounted for 46.8% of the total franchised passenger journeys this quarter. Although passenger journeys on the Ordinary Off-Peak tickets had the largest share of total Ordinary ticket journeys, journeys made on Ordinary Advance tickets saw the highest growth of 9.9% compared to 2013-14 Q4, recording a total of 14.8 million journeys. This was the highest total since the beginning of the time series and the growth in these ticket types may be attributed to the promotional activities by train operating companies with their attractive offers for cheaper travel.

 The franchised London and South East sector recorded 297.4 million passenger journeys in 2014-15 Q4, up by 2.8% on 2013-14 Q4 and the highest total recorded in any Q4 since the beginning of the time series. With shorter commuter distances and stops at a greater number of stations, trains operating in this sector recorded the highest share of the total

Office of Rail and Road  4 June 2015 2014-15 Quarter 4 Statistical Release – Passenger Rail Usage 16 By many measures London, however, is reaching constraints on growth outside London. In turn these crisis. The housing supply is under pressure, scarce very same constraints sustain further pressure for land is driving up prices, costs are becoming growth in London at the expense of the regions. disproportionately expensive and unstable relative to It is a vicious cycle - with constraint on regional residents incomes. Detrimentally to their quality of life economic potential, growth civic development and many are now spending more time commuting into quality of life in some of the economically deprived London and traveling further than anywhere else in southern areas increasing pressure on scarce Europe. resources, land and housing in London. To address this further densification and outward In recent history London has always been seen expansion of London is under consideration, one as central to the UK’s transport strategy with consequence of which has been an increasing commuting routes prioritised. Future strategy should pressure to build on the greenbelt. consider more outlying redistribution of infrastructure Primary infrastructure investment is considered investment. to be holding back regional opportunities, and This spatial plan offers better opportunity to support integrated rail services having mixed modal transport and enhance the Solent region, whilst allowing for connectivity is identifiably one of the most significant long term low carbon sustainable growth (fig,3,5 & 28).

This spatial plan offers better opportunity to support and enhance the Solent region, whilst allowing for long term low carbon sustainable growth.

Fig. 8. South west rail, network rail departures board.

13 The region

In the long term trade routes giving access to the From this perspective it is considered logical that markets of mainland Europe, the UK’s northern there should be a south west and south coast high cities and London are equally important. It is also speed rail line that bypasses London. This would offer considered that greater opportunity to expand export direct access to both the markets of the northern market opportunities and improve connectivity European economic hub and the northern UK cities, to these other locations holds more possibility of without the need for delays and transfer of transport bettering UK plc GDP. This should be a strategic modes across central London (fig.3). trading imperative. This strategy is aimed at long term regionally based Better future direct connectivity to mainland Europe prosperity, whilst alleviating the increasing capacity and the UK’s regional cities holds the opportunity for problems in London a more viably sustainable future, reducing the Solent In Portsmouth and Southampton the arterial routes region’s dependency on London and its focus on of the M27, M3, A3 and A3(M) have become heavily connectivity to it. congested and with the A27 further east have little In this scenario the Solent region is prioritised in additional capacity. the focus of the rail network, reflecting the regions In 2011, transport contributed around 25% of the UK’s historic eminence. Therefore in this report the global greenhouse gas (GHG) emissions6. Of these around map is described from Portsmouth, the heart of the 22% were from road vehicles, with trains contributing Solent and the southern powerhouse. around 0.8%. National and international studies7 confirm that rail transport, and high speed rail in

fig. 9 European high speed rail network

14 There is a pressing need for more ambitious mixed mode sustainable transport policies that include public transport, support for cycling provision and, in the Solent region, better rail and water based strategies.

particular, is consistently amongst the most carbon Regional level efficient mass transport modes. Rail can save over Efficient and effective regional and suburban public 90% per passenger mile of CO2 emissions relative to rail services are a necessary component of a 8 planes . successful integrated public transport network, and There is a pressing need for more ambitious mixed are no less important than intercity connectivity. mode sustainable transport policies that include In the Solent region the travel times by public public transport, support for cycling provision and, transport to locations in relative proximity are in the Solent region, better rail and water based currently unacceptable (fig.10 and Appendix A, B & C). strategies. In the 1960’s the rail network was reduced following Intercity level the Beeching reports (1963-65). Subsequently the Prioritising better connections to London is urgently regional population has increased with both road and required, and a number of proposals are presented to rail capacity now exceeded. In cases, were there is improve speeds, capacity and increase access. perceived value in doing so, this report explores the There is also a long term strategic need along the reuse of the existent infrastructure of former rail lines, south coast to gain access to wider markets to as a method of increasing capacity in the medium sustain employment independently of London. This term. requires that early consideration be given to also improving rail transport to other destinations.

Fig. 10 Current best rail travel times and speeds from Portsmouth and London to the given destinations (speed average on point to point distance)

Lon- Lon- Birmingham Birmingham Edinburgh 3:14 hr 1:24 hr 4:21 hr 60.6 kph 117 kph 122 kph

Lon- Cardiff Lon- Bristol 2:04 hr 1:39 hr 102 kph 116 kph LONDON

Cardiff Bristol 3:16 hr 2:21 hr 50 kph 54.5 kph Lon- Lon- Lon- Lon- Exeter Southampton London Brighton Ashford 2:05 hr 1:14 mins. 1:28 mins. 1:03 hr 38 mins. 121 kph 90 kph 69 kph 80 kph 126 kph

Exeter 3:01 hr 57.5 kph

Bournemouth Southampton PORTSMOUTH Brighton Ashford 1:33 hr 40 mins. 1:15 hr 3:18 hr 37 kph 40.7 kph 54.3 kph 43.3 kph

15 Rail service issues

Capacity • Station halts take up time. There is a direct • The numbers of passengers carried on relationship between journey speed and the individual trains. This can for example be number, frequency and distance apart of increased by longer trains where platform stops en route. As halts for disembarking/ lengths and other infrastructure permit. embarking require a comparatively fixed time period, the greater the number of stops the • The frequency of trains running on track. slower the journey travel time. Over a specified Where there is capacity to do so the frequency distance the higher the train speed the greater of trains running on track can be raised to proportion of time will be taken by the same improve capacity. Electronically advanced stops. signaling enables more trains to be run at greater frequently along the same length of • Acceleration and braking strength for track. deceleration. The greater the time and distance required for both functions the lower • The number of rail tracks on which services the overall speed. can be run. For example if there are only two tracks, and no passing places, trains need • Where high speed trains run through stations to run sequentially, constraining use of the space is needed as their proximity to same track. The significance of this problem passengers is a danger. increases the greater the difference in speed between eg slower suburban commuting services and higher speed intercity services. Freight • Higher speeds can increase capacity by • Freight transport capacity can relate to the enabling more trains to be run over the same tonnage which can be carried by individual wagons on individual line track. track over any set interval of time. • Proximity quays or depots providing direct loading and unloading without additional Speed transport over distance. • As speeds increase trains require more level, • Each freight train can take more then 30 straighter track with longer radius bends and lorries off the roads infrastructure capable of withstanding greater physical forces. • More power is required for higher Passenger choice speeds. While this report is mainly about the primary • UK legislation currently requires in-cab physical infrastructure, its capacity and speed, signaling for speeds of over 200 kph (125 a large number of other issues affect whether mph) eg this is the primary reason preventing passengers choose to use the railways. It is the Intercity 225 train-sets from operating at recognised that these are equally important to the their design speed of 225 kph (140 mph) in success of public transportation and include cost; normal service. distance of travel; proximity, travel time, frequency of connecting services and accessibility of rail stations; the facilities and onwards connectivity at departure and destination stations; service reliability, punctuality, and convenience; safety and comfort; and environmental impact. A robust fully integrated service should successfully account for all such factors.

16 Programmed improvements

Britain’s railway network is relatively slow compared East Coast mainline London to Edinburgh (632 km) to some of our continental neighbours. No was significantly upgraded from the early 1960s, trains currently using the UK’s legacy mid C19th when the purpose-built Deltic locomotive was infrastructure run faster than 201 kph (125 mph). developed by English Electric to run on lines upgraded The new HS1 is an exception. The lack of modern to allow 160 kph (100 mph). The maximum current in-cab signaling is an additional restraint capping line operating speed is now 200kph (200mph) speeds at 200kph on some lines that have already Improvements to the existing 192 km GMWR line been upgraded to achieve 225 kph (140mph), which from Paddington to Bristol Temple Meads are otherwise would by definition make them high-speed currently programmed to deliver speeds of 225 kph railways. (140 mph) which by definition would also make it a From 2015 Eurostar e320 trains have been capable of high speed line. speeds of 320 kph (200 mph) on HS1. These are also Much of the Victoria Southampton line has been the speeds projected for the proposed HS2 on which modernised and is now faster, with large stretches the first phase of construction is due to begin in 2017, cleared for up to 160 kph (100 mph), although this reach Birmingham by 2026, Crewe by 2027 and be still remains relatively slow. completed in 2033 (16 years). The Solent regions programmed capacity is to be Locomotive power capable of reaching 203 kph (126 addressed primarily by increasing the numbers mph) has existed in Britain since 1938, when the of peak hour vehicles. No significant works are LNER’s MallardAugust 2015 broke the speed Network Rail – Wessex Route Study 59 04 Conditional Outputs programmed for the otherwise record on the east coast line. (fig. 11) despite it being one of the slowest in the country (Appendix A,B & C).

Table 4.16 Assessment of passenger capacity conditional outputs on Main Line long distance services fig. 11. Assessment of passenger capacity conditional outputs on Main line long distance services. Conditional output Description Assessment of capacity required reference CO3 To provide sufficient capacity for passengers travelling into central London during An additional 156 vehicles in the peak hours, taking into account anticipated growth over the period to 2043 – Main high-peak hour Line long distance services CO6 Consistent with the longer term strategy identified to meet CO3, to provide An additional 72 vehicles in the sufficient capacity for passengers travelling into central London during peak hours, high-peak hour taking into account anticipated growth to the end of Control Period 6 (2024) – Main Line long distance services

Figure 4.3 Passenger loads on high-peak Main Line long distance services (2013/14) (source: South West Trains AutomatedEast Passenger Coast Count data) HS2 mainline 270-300 200-225 LONDON WATERLOO Passengers standing for greater than 20 minutes into London Waterloo kph track kph track Passenger loads within funder's guidelines GMWR 200-225 SURBITON kph track

FARNBOROUGH EXETER PINHOE FENITON YEOVIL TEMPLECOMBE TISBURY GRATELEY WHITCHURCH WINCHFIELD MAIN ST DAVIDS JUNCTION OVERTON HOOK FLEET BROOKWOOD London

EXETER 0550 ESHER CENTRALWHIMPLEHONITON CREWKERNE SHERBORNE GILLINGHAM SALISBURY ANDOVER Bristol HERSHAM WALTON ON THAMES WEYBRIDGE HS1 0706 0724 BYFLEET & NEW HAW 0752 160 WEST BYFLEET 270-300 0746 MICHELDEVER ASH VkphALE track0732 0802 WOKING kph track 0747 ALDERSHOT GUILDFORD

WINCHESTER FARNHAM GODALMING 0739 MILFORD BENTLEY 0710 SHAWFORD SouthamptonLIPHOOK Ashford ALTONLISS 0714 0744 PETERSFIELD

EASTLEIGH HAVANT ROWLANDS CASTLE HEDGE END BOTLEY CHRISTCHURCH 0711 HINTON ASHURST 0650 fig. 12. Network Rail projected rail trackBOURNEM OUspeedsTH ADMIRAL S-W AY TOTTON ST DENYS SOUTHAMPTON PORTCHESTER BEDHAMPTON 0604 AIRPORTFAREHAM 0634 PARKWAY HILSEA current programmeDORCHESTER upgrades, relative to HS1 0642 WEYMOUTH SOUTH HOLTON POKESDOWN NEW BROCKENHURST 0643 FRATTON WOOL HEATH POOLE BRANKSOME MILTON SWAYTHLING SOUTHAMPTON PORTSMOUTH & CENTRAL UPWEYMORETON WAREHAM PORTSMOUTH HARBOUR HAMWORTHY PARKSTONE 0642 0623 0713 17 London capacity issues

The scale and density of the London hub along Making future connectivity to HS1 or HS2 from with the multiple station terminals is a significant the south or south west through London therefore planning issue for future rail infrastructure, capacity already poses significant accessibility, connectivity and journey times. This restricts speed, capacity and integration problems. Cross Rail 2, when built, and can preclude high speed rail transport. There are will only partially resolve these issues. Despite this also legacy issues to be faced with track radius’s, increase in capacity, for those on onward journeys it gradients, widening and in cabin signaling that will not reduce the need to change lines at least twice. constrain future services. A fundamental underlying problem for those traveling For example new facilities such as HS1 approach onwards from the south west and the south, seeking London from the east terminating at St Pancras in access to the markets of European or the northern the north, whilst HS2 approaching from the west will cities is that their routes are largely diverted through terminate at Euston. A further new station is to be London, extending journey distances, increasing built at Old Oak common in north west London to time and driving demand into an area having an provide a solution for passenger transfer. already saturated capacity; and where improvements are disproportionately costly, time consuming and The network serving the west, south west and inefficient. southern region which radiate out of the terminals at London , Waterloo, Victoria, Marylebone and To fundamentally address this issue these proposals Paddington are currently constrained by available advocate a London bypass, promoting better focus route capacity. Connecting to the existing high speed on the south and south west. In the short to medium network already requires prolonged time, changing term however there are pressing problems with the transport and crossing London using existing London approach which the following proposals also underground services. For those with young, the contribute to addressing. infirm or elderly this problem is compounded.

fig. 13. The London terminals, showing programmed HS lines (red) with other primary routes out of London Rail

HS1

HS2 HS1 KINGS CROSS EUSTON St PANCRAS OLD OAK HS2 MARYLEBONE LIVERPOOL STREET PADDINGTON LONDON BRIDGE WATERLOO VICTORIA

from Portsmouth + Southampton

18 Proposals: • London overground be provided with grade seperation, tunnel access or overpassing, AugustPromote 2015 and support capacity building and Network Rail – Wessex Route Study 59 04 Conditional Outputs speed improvements including new track, to allow direct through route connection to extending from central London out to Surbiton. the new Clapham Station hub, allowing high capacity rail services direct through running, • Overhead AC electrification on all routes and releasing capacity at Clapham. • Utilisation of maximum carriage numbers. • The new Northern line from Nine Elms be • Upgrading stations where necessary for extended through to Clapham junction. longer trains to increase passenger capacity. This line which should have a capacity and frequency upgrade to give performance To improve distributive capacity upon entering equivalent to the Victoria line, at least. London, as part of the Crossrail 2 programme, it is proposedTable 4.16 that: Assessment of passenger capacity conditional outputs on Main Line long distance services 04 Conditional Outputs August 2015 Network Rail – Wessex Route Study 59 • Support the extension of Crossrail 2 to ConditionalSurbiton with output new track underDescription ground to Assessment of capacity required referencepermit new track above ground and increase capacity. •CO3 Clapham Junction station beTo rebuilt provide to sufficient capacity for passengers travelling into central London during An additional 156 vehicles in the increase passenger, stationpeak and track hours, capacity. taking into account anticipated growth over the period to 2043 – Main high-peak hour Table 4.16 Assessment of passenger capacityLine longconditional distance outputs on services Main Line long distance services Conditional output Description Assessment of capacity required CO6reference Consistent with the longer term strategy identified to meet CO3, to provide An additional 72 vehicles in the CO3 To provide sufficientsufficient capacity for capacitypassengers travelling for passengersinto central London travelling during An additionalinto central 156 vehicles London in the during peak hours, high-peak hour peak hours, taking into account anticipated growth over the period to 2043 – Main high-peak hour Line long distancetaking services into account anticipated growth to the end of Control Period 6 (2024) – Main CO6 Consistent withLine the longer long term distance strategy identified services to meet CO3, to provide An additional 72 vehicles in the sufficient capacity for passengers travelling into central London during peak hours, high-peak hour taking into account anticipated growth to the end of Control Period 6 (2024) – Main Line long distance services

Figure 4.3 Passenger loads on high-peak Main Line long distance services (2013/14) (source: South West Trains Automated Passenger Count data) fig.Figure 14. Passenger 4.3 Passenger loads on high-peak loads Main onLine longhigh-peak distance services Main (2013-14) Line long distance services (2013/14) (source: South West Trains Automated Passenger Count data) source: South West trains automated passenger count data.

LONDON WATERLOO Passengers standing for greater than 20 minutes into London Waterloo

Passenger loads within funder's guidelines

SURBITON LONDON WATERLOO Passengers standing for greater than 20 minutes into London Waterloo

Passenger loads within funder's guidelines FARNBOROUGH EXETER PINHOE FENITON AXMINSTER YEOVIL TEMPLECOMBE TISBURY GRATELEY WHITCHURCH WINCHFIELD MAIN ST DAVIDS JUNCTION OVERTON HOOK FLEET BROOKWOOD SURBITON

EXETER 0550 ESHER CENTRALWHIMPLEHONITON CREWKERNE SHERBORNE GILLINGHAM SALISBURY ANDOVER HERSHAM WALTON ON THAMES

WEYBRIDGE 0706 0724 BYFLEET & NEW HAW 0752 BASINGSTOKE WEST BYFLEET 0746 FARNBOROUGH MICHELDEVER 0732 0802 WOKING EXETER PINHOE FENITON AXMINSTER YEOVIL TEMPLWEORCPOLESMDOBNE TISBURY 0747 GRATELEY WHITCHURCH WINCHFIELD MAIN ALDERSHOT GUILDFORD ST DAVIDS JUNCTION FARNCOMBE OVERTON HOOK FLEET BROOKWOOD

WINCHESTER FARNHAM GODALMING 0739 MILFORD WITLEY EXETER 0550 BENTLEY HASLEMERE ESHER CENTRALWHIMPLEHONITON CREWKERNE SHERBORNE GILLINGHAM SALISBURY0710 ANDOVER SHAWFORD ALTONLISS HERSHAM 0714 0744 PETERSFIELD WALTON ON THAMES

EASTLEIGH HAVANT ROWLANDS CASTLE HEDGE END WEYBRIDGE BOTLEY COSHAM 0706 CHRISTCHURCH 0711 HINTON ASHURST 0650 0724 BYFLEET & NEW HAW BOURNEMOUTH ADMIRAL SWAY TOTTON ST DENYS SOUTHAMPTON PORTCHESTER BEDHAMPTON 0604 AIRPORTFAREHAM 0752 0634 PARKWAY HILSEA BASINGSTOKE WEST BYFLEET DORCHESTER 0642 WEYMOUTH SOUTH HOLTON POKESDOWN NEW BROCKENHURST 0643 FRATTON 0746 WOOL HEATH POOLE BRANKSOME MILTON SWAYTHLING SOUTHAMPTON PORTSMOUTH & SOUTHSEA CENTRAL MICHELDEVER ASH VALE 0732 0802 WOKING UPWEYMORETON WAREHAM PORTSMOUTH HARBOUR HAMWORTHY PARKSTONE 0642 WORPLESDON 0747 0623 0713 ALDERSHOT GUILDFORD FARNCOMBE

WINCHESTER FARNHAM GODALMING 019739 MILFORD WITLEY BENTLEY HASLEMERE 0710 SHAWFORD LIPHOOK ALTONLISS 0714 0744 PETERSFIELD

EASTLEIGH HAVANT ROWLANDS CASTLE HEDGE END BOTLEY COSHAM CHRISTCHURCH 0711 HINTON ASHURST 0650 BOURNEMOUTH ADMIRAL SWAY TOTTON ST DENYS SOUTHAMPTON PORTCHESTER BEDHAMPTON 0604 AIRPORTFAREHAM 0634 PARKWAY HILSEA DORCHESTER 0642 WEYMOUTH SOUTH HOLTON POKESDOWN NEW BROCKENHURST 0643 FRATTON WOOL HEATH POOLE BRANKSOME MILTON SWAYTHLING SOUTHAMPTON PORTSMOUTH & SOUTHSEA CENTRAL UPWEYMORETON WAREHAM PORTSMOUTH HARBOUR HAMWORTHY PARKSTONE 0642 0623 0713 “Two centuries of railways show how economic and social value can be delivered in tandem.” Ed Cox, IPPR North

fig. 15.

20 4 Detailed rail route proposals

The following detailed intercity and regional railway proposals explore improvements to increase connectivity, capacity, journey times and access. • Proposals for rail, light rail, water, bus, bike and pedestrian connectivity within the local areas of Portsmouth, Gosport, and Havant are addressed under separate cover. Since the mid-1990s, there has been sustained growth in rail passenger demand, at a rate far in excess of any other mode of transport. Demand is soaring: over the 10 years to 2013, rail passenger journeys in Great Britain have increased by 57%3. Already, by Woking, all peak hour journeys from the Solent to London, are well over capacity (fig.14). By 2043 further growth of 40% is anticipated for the London and southern services, yet even before growth is considered, approximately 20% additional capacity is required to deal with existing over crowding on services4. As a minimum 60% additional capacity is therefore required by 2043. Given growth over the last 10 years this might be considered a conservative figure. In anticipation of higher demand growth the following outline proposals for future rail infrastructure in the Solent region aim to contribute to expanding the debate

Key for detail route proposal in the following pages

Route Key Existing railway lines Proposed main line routes New and existing high speed lines Cross rail (London only)

21 Current rail distance Portsmouth to Brighton 79.2 km Brighton to Ashford 44.3 km Portsmouth to Ashford total 128 km

Track type 2 line W7 gauge track Southampton to Ashford

Current line speed designations 40-75mph (65 - 120kph)

Best Journey time Portsmouth Southsea Ashford 3 hr 18m Portsmouth to Brighton 1 hr 15 min

fig. 16. Proposed south coast route of HSSE (High speed south England). Key p.21

EASTLEIGH SOUTHAMPTON BRIGHTON INTERCHANGE GATWICK WATERLOOVILLE INTERCHANGE PORTSMOUTH INTERCHANGE

22 The Solent to Europe

Along the south coast, and despite heavy congestion Proposals on the arterial road network, particularly the A3 and • A new W9 gauge high speed 174 km high M27, it is faster to travel by car. To Ashford it takes at speed rail line from Eastleigh to Ashford with a least c 38min. less by car relative to the best available designated track speed of 270-300 kph. rail journey time. Most rail journeys take far longer. • New station interchanges for high speed This is unwarranted. Along the south coast between lines at Eastleigh and Ashford with secondary Portsmouth South sea and Ashford there are over 50 halts at Waterlooville, Brighton and Hastings/ stations, and any journey along this route stops at a Eastbourne. A direct channel tunnel south majority of them (Appendix D, fig. 3). bound branch is proposed before Ashford. Other than through London, rail access between the south coast communities and north Britain is also For the proposed line indicated, the following journey limited. times are projected: When considering how long it takes to get to • Portsmouth to Ashford 45 min. anywhere on continental Europe, times are even more • Portsmouth to Lille 1:20min unattractive. From Portsmouth by rail it takes 4 hr 06 min to Lille and 4 hrs 45 mins. to Brussels. To the • Portsmouth to Brighton 21 min. continental European mainland access from all but • Bristol to Lille 2hr 2 min the eastern most fringe of this area is largely by sea or increasingly by air, or diversion towards London.

ASHFORD INTERCHANGE

HASTINGS EASTBOURNE INTERCHANGE BRIGHTON GATWICK INTERCHANGE

23 BRISTOL

EXISTING RAIL ROUTE

PROPOSAL 1

fig. 17. Proposed Wessex route of HSSE (High speed south England). Key p.21

Current rail distance Portsmouth to Eastleigh 79.2 km Eastleigh to Bristol 44.3 km Portsmouth to Bristol 128 km

Track type 2 track line Southampton to Bristol Part single, W7 gauge track line from to Botley

Current line speed designations 40-75mph (65 - 120kph) Cosham to Eastleigh

Best Journey time Portsmouth Southsea Bristol Temple Meads direct 2 hr 21m

24 The Solent to Bristol

Best journey times from Portsmouth to Bristol take Proposals 2hr 21min. More typically it can take between 2hr • A new W9 gauge high speed 107 km rail line 42min to over 3 hr. By car the equivalent journey best from Eastleigh to Bristol with a designated time takes 1 hr 57 mins. and is faster by at least 24 track speed of 270-300 kph. min. • New station interchanges for high speed lines At Salisbury and from Warminster onwards the line indicated is circuitous with, on all but the direct train, frequent stops. These are a significant barrier to reducing long If implemented in conjunction other line term journey times. improvements detailed this would give a capability to The existing line is currently under used with spare reduce journey times from: capacity for additional traffic. But a significant • Portsmouth to Bristol to max. 48 min. (c.34%) problem with any such demand analysis on this line is that journey times are now so long few elect to with onward journeys to Cardiff, Birmingham and travel this way, when they have a car. elsewhere enjoying proportionate benefit. A new high speed route could contribute towards strengthening the regional economies and provide fast onward connection obviating the need for multiple changes and delays at other stations.

SALISBURY EXETER HS INTERCHANGE

PROPOSAL 1

EXISTING RAIL ROUTE

EASTLEIGH SOUTHAMPTON INTERCHANGE

WATERLOOVILLE PORTSMOUTH INTERCHANGE

EXISTING RAIL ROUTE

25 Current rail distance Bottleneck. Proposal 4 Portsmouth Harbour to Woking 80.5km Woking and Guildford Woking to Waterloo 39.2 km peak period capacity issues Portsmouth to London Waterloo total 119.7 km

Track type 2 track, W7 gauge line to Woking

Current line speed designations: 80 -105 mph (130- 170kph) Fratton to New Malden 40 - 75 mph (65 - 120kph) otherwise

Best journey time Portsmouth Southsea London Waterloo 1 hr 37m

fig. 18. Portsmouth London direct to Woking. Key p.21

Bottleneck Bottleneck Proposal 2 Proposal 1 Liss, Petersfield to South Godalming tunnel of Rowlands Castle minimal clearance Speed reductions Multiple tight curves to 48 kph (30mph) Actual speed reductions to 65 kph (40mph)

26 Portsmouth London direct - to Surbiton

Significant improvement to the Portsmouth direct line Proposals would have immeasurable economic impact, not only Significantly improved journey times are achievable for existing travel, but for expanding its leisure and with service alterations and planned track conference economy, and improving access to the infrastructure works addressing existing bottlenecks. deprived Isle of Wight. 1 The Godalming tunnel bottleneck be resolved by In the short to medium term the service speeds from enlargement, diversion, use of alternative rolling Portsmouth to Waterloo are severely constrained by stock or lowering the track bed within the tunnel. three bottlenecks south of Surbiton comprising: 2 A newly aligned route between Petersfield • The multiple tight curves through the South to Rowlands Castle requires early planning. Down national park from south of Rowlands Like the A3 Hind Head road tunnel, this Castle to the stretch between Petersfield and would deliver significant long term journey Liss, reduce actual speeds to 65 kph (40mph). time benefits. An alternative high speed • The current model of rolling stock are heavily route tracking the A3 is illustrated. constrained by minimal clearances at the tunnel to the south of Godalming, where speed 3 As Portsmouth Harbour and Fratton are 2.4km reductions to 48kph are required for safety. apart, halts at one of the three Portsmouth This constrains introduction of overhead stations for fast services should cease (with the electrification. stop at Fratton saving most time). • Between Portsmouth Harbour and London To reduce journey times from Portsmouth to London Waterloo the fast train makes 7 stops at further it would also be appropriate to consider Portsmouth and Southsea, Fratton, Havant, removing halts at some or all intermediate stations for Petersfield, Haslemere, Guildford and Woking. some or all services, and to provide additional track for high speed trains to pass slower trains fig. 19. Proposal 2. Portsmouth London direct

Proposal 2 Liss, Petersfield to South of Rowlands Castle

Proposed track realignment Delivers higher speed connectivity Reduces distance c.3.5 km

27 fig. 20. Proposal 4, Options. Portsmouth London direct . Key p 21

Bottleneck Guildford Woking

Peak hour capacity issues

Proposal 4 Option 4.1 Woking bypass on existing track for Portsmouth direct

Proposal 4 Option 4.3 Guildford Woking bypass Farncombe to Effingham for Portsmouth direct

Proposal 4 Option 4.2 Guildford Woking bypass Farncombe to West Clandon for Portsmouth direct

28 Portsmouth London direct - to Surbiton

4 From Guildford and Woking peak hour rail capacity has already been reached.

Option 4.1

• The Portsmouth service should be diverted at peak times via Cobham to West Clandon on the existing track to bypass Woking; with this track suitably upgraded. This would allow in the short term and at peak times higher speeds on the direct Portsmouth train and additional capacity from Woking, Option 4.2

• A fast new bypass around Guildford from Farncombe to West Clandon would avoid tight radius track alignments north of Guildford, obviate the need for a halt at Guildford and further reduce London journey times. Option 4.3

• A fast new bypass around Guildford from Farncombe to Effingham might delivers a higher speed route than option 4.2 bypassing Guildford from 5 Additional track should be laid between Surbiton and Clapham junctions to increase capacity and reduce journey times, with overhead electrification provided the length of the .

In conjunction with signaling and other track improvements it is projected these modifications would be cumulatively capable of delivering higher capacity for freight and a best passenger journey time from • Portsmouth to London direct in 50 mins. max. saving at least c.47 mins. (c. 48%) on current time.

29 Current rail distance Eastleigh to Woking 79.2 km Alresford to Woking 44.3 km Kings Worthy to Alresford (Option 2 Beeching Cut) 10.8 km

Track type 2 track ,W8 gauge line Southampton to Basingstoke 2 track, W6 gauge track from Alton to Farnborough single track historic railway ‘The ’ from Alton to Alresford.

Current line speed designations 80 -105 mph (130- 170kph) Farnborough to Winchester via Oakley 40-75mph (65 - 120kph) Farnborough to Alton

Best journey time Portsmouth Southsea London Victoria via Eastleigh 2 hr 17 m

fig. 21. Capacity building - Southampton London direct. Key p.21

Bottleneck Aldershot Farnham tight curves reduce speeds. Area for realignment.

Proposal Option 1 Alternative high speed line connection Alresford to Eastleigh. Proposal Option 2 Alresford to Kings Worthy line link cut under Beeching Proposed for reinstatement to increase south west capacity and hinterland.

fig. 22. Option 1 and 2 - Southampton London direct

30 Southampton London direct - Eastleigh to Woking

Solent cities are currently served by only 6 tracks Proposals north to London, this constrains the capacity of the Based on partial or full track reinstatement, with the existing network to develop future intercity, regional, addition of track realignment at Farnham/Aldershot urban rail passenger and freight transport. Option 1 Increasing the 4 existing Southampton London direct tracks from Eastleigh to Oakley junction • Higher speed services be achieved by to 6 would increase future capacity. The line is reconnecting the Alton line from the Crompton already bottlenecked down to two tracks due to Twyford area through to Alresford. This provides the most direct connection, with the constraints imposed by the long, deep and an additional (min.) 2 tracks avoiding the steep cuttings through central Winchester, and this Winchester bottleneck, but passes through Southampton route is already congested. Entirely sensitive and challenging landscape. upgrading this line along its existing length therefore poses significant, costly and practical issues. • Widening the final 7km of rail line from Eastleigh to Twyford to 6 tracks delivers a new After the Beeching reports (1963-65), the Kings c 55.4 km 2 track high speed Southampton/ Worthy to Alton branch off the Winchester line was Portsmouth to London, through route; severed (1973). Part of this, the Watercress Line, from reducing travel distances by at least 8km and Alresford to Alton is maintained as a historic railway. offering significant additional capacity and The remaining line length between Kings Worthy time savings. and Alresford is a country walk in the Option 2 National Park, with a very limited number of route • Along the Itchen valley re-instate the former 2 incursions from small but avoidable developments. track line from Kings Worthy to Alresford. This This rail line was laid with 2 tracks, but from Alton to reconnection through to Aldershot and Woking Alresford, the Watercress Line now only operates a would deliver better capacity and connectivity single track. Current tight radius curves, which might for Winchester, Southampton and Portsmouth. restrict high speed use, lie between Farnham and Aldershot in the north east. This line is otherwise In this case the objectives of increasing capacity, generally straight, with large radius curves indicating speed and reducing distance maybe more readily a general layout with capacity for higher speed and viably achievable in the short to medium term services. by use of existing infrastructure and warrants a fuller The options here increase capacity through to Woking investigative commissioning. using the pre Beeching infrastructure and offers significant opportunity for the Solent conurbation. Proposal 1 (Area enlarged) OPTION 2 Twyford to Alresford

Proposed 2 tracks with realignments

Option 1 OPTION 1 Delivers high speed connectivity Reduces distance to London c. 8-9 km

Option 2 Reinstates Beeching cut

31 Current rail distance Portsmouth Harbour to Eastleigh 35.6 km Eastleigh to Woking 79.2 km Woking to Victoria 37.1km Portsmouth to London via Eastleigh total 151.9 km

Portsmouth to Southampton via Swanwick 41.6 km

Track type 2 track ,W8 gauge line Southampton to Basingstoke Part single, W7 gauge track line from Fareham to Botley 2 track, W6 gauge track from Fareham to Southampton via Swanwick

Current line speed designations 80 -105 mph (130- 170kph) Eastleigh to New Malden 40-75mph (65 - 120kph) Cosham to Eastleigh and Southampton

Best journey time Portsmouth Southsea to Southampton central 40min

fig. 23. Portsmouth Southampton direct . Key p.21 fig. 24. Eastleigh junction

Bottleneck Proposal 2 (enlarged area) Cosham to Southampton via Eastleigh Eastleigh southbound connection 65-120 kph low speed line Proposed 2 track high speed Single track line from Botley Green to Fareham. bypass Tight curves from Botley Green to Cosham. Delivers 2 line track W9 gauge high speed connection.

32 Portsmouth Southampton direct

The Portsmouth to Southampton Central train takes Proposals 40mins. From Cosham the line via Swanwick is 1 The line between Knowle and Eastleigh be slow and circuitous, migrating along the coast for upgraded to W9 gauge min. 2 41km, although the point to point distance is only track high speed lines. 24.6 km. Although it delivers a valuable regional commuting service, there appears little opportunity to 2 A new south bound high speed junction significantly improve this route easily. be created at Eastleigh connecting trains traveling north west from Portsmouth It would be better to improve the Portsmouth to to Southampton Central. Southampton connection with a high speed route to Southampton central via Southampton Airport and 3 New length of W9 gauge high speed 2 Eastleigh. This link is also advocated by the Solent track line be built west from Porchester LEP. However this route is constrained by: to connect, around Knowle, with the • Slow track speeds between Cosham and upgraded line onwards to Eastleigh. Eastleigh (65 - 120kph) • For the Meon Valley railway at Knowle • A single track between Fareham and Botley. junction be provided with west and east • Tight curves around Fareham. bound branch connections (see detail following).

fig. 25 Fareham bypass and Knowle junction This route proposal at 44km is only 3 km longer than the existing Swanick route, but the higher speeds and limited halts can deliver journey times to Southampton Central of c.16 mins. (over 60% on current best times). This improves Portsmouth Southampton connectivity along with access to Winchester and Southampton Airport. Service improvements on the Victoria to Southampton line to deliver a high speed 200-230 kph track are a scheduled priority. The extent these will be delivered remains to be seen, but this proposal would also impact this route. • Portsmouth to London Victoria via Eastleigh at 1:05 hrs. max projected.

Proposal 3 (enlarged area) Cosham to Eastleigh (& showing Meon Valley rail connection) Proposed 2 tracks with realignments Delivers high speed connectivity Reduces distance c. 3.5 km

33 Rail distance Meon Valley railway 35.4 km Alresford to Woking 38.5 km

Track type 2 track ,W8 gauge line Southampton to Basingstoke 2 track, W6 gauge track from Alton to Farnborough single track historic railway ‘The Watercress line’ from Alton to Alresford. The Meon Valley railway Current line speed designations 80 -105 mph (130- 170kph) Farnborough Infrastructure removed, in to Winchester via Oakley parts, north of . 40-75mph (65 - 120kph) Farnborough to Alton

Best journey time Portsmouth Southsea London Victoria via Eastleigh 2 hr 17 m

fig. 26. The Meon Valley Solent railway to Alton. Key p. 21

fig. 27. LSWR shield Waterloo station

34 The Meon Valley Solent Railway, Knowle to Alton

The Meon Valley Railway opened in 1903 and closed north, serving London, Reading, and Woking, largely to passenger services in 1955. As it is capable upon existing infrastructure. This represents a of significantly increasing regional and suburban capacity increase of 33% at least above the existing capacity this former rail line provides an opportunity. from the Solent to Woking. The regions population has increased significantly On the A32 and A31 traffic volumes have grown since it’s closure, so this mature route infrastructure indicating the potential now exists for a viable could be considered to be reaching viability - as part regional commuter service, to attract commuters of a wider Solent regional plan. off ’s roads. This demand will continue to rise with a projected 12,500 new homes in central The line extending from Knowle junction to Hampshire alone by 2031 and growth in Eastleigh. West Meon is now an 18 km bridleway with the infrastructure largely intact, as it is between Proposals Farringdon and to the northern end • The Meon Valley Railway be investigated approaching Alton. North of West Meon however further. have been removed and cuttings infilled. • The Solent and Hampshire authorities Between Wickham and West Meon the track turns with network rail, work to secure the future into part of a South Downs National Park cycle way. opportunity of the Meon Valley Railway route: Although it’s earthworks were only constructed with a in planning and other relevant policy, by securing land rights and precluding further single track it was originally built as an express route development on the line of the current, or an from London to Gosport having main line standards adjusted modified route. with gentle curves, no gradients greater than 1%, with all bridges and tunnels built to dual track standards • Detailed investigation and analysis of the line be commissioned to explore its potential for and avoiding many level crossings. increasing London bound capacity and/or as This historic infrastructure represents an opportunity. a suburban commuting line serving the Solent Reopening this line has been previously proposed, by cities. railway enthusiasts, without success. • A programme of remediating maintenance be As the Solent conurbation is currently served by only instigated to secure the asset for the future. 6 tracks towards London in the north, this constrains • Subject to these more detailed evaluations the the network’s long term development capacity for line be re-opened. future inter city, regional and urban rail passenger and freight. Re-using the pre Beeching Meon Valley railway With current 30 year demand projections reporting infrastructure could offer significant future the need for 60% on rail services, the reopening of opportunity providing additional north bound this line could secure an additional 2 tracks to the Solent capacity and a commuting service.

Part of CPRE’s vision for 2026, our centenary year, is a revival of rural railways. This is not just to give more people and freight a choice about how to travel, it is also needed to reduce the traffic on roads and the resulting impact on the countryside.

Although rail travel has reached record levels, in rural areas the rail network remains a fraction of its former self and stations can be hard to get to. We believe government and the industry should ensure rural railways are more than just an afterthought, by being as ambitious for them as they are with their plans for cities and high speed rail. Campaign to Protect Rural England, Our Railways Future

35 fig. 28.

fig. 29. Composite mapping of detailed proposals with key rail lines

HS2

HSSE

HSSE

36 South and south west connectivity

The composite map (fig. 28) shows all report route proposals described in this report in geographic context along with other key regional rail lines. (ref also fig.3) Critical for the distribution of freight from Southampton docks is the route known as the electric spine running north from Southampton through Reading.

Route Key Existing railways Proposed main line routes New and existing high speed lines Crossrail (London only)

HS1

HSSE

37 Rail Travel Times & average speed n H h o T t t r U u p m e m t o O a h m a m s s h g a s d n a m M p e w k l r e d g r g

r n d o f e h l r n e S c o u h r r e n f n t i e o i n i i h o s o t g g c T b e e t h r s t t f d t w t d s w s i s o n n R s e t t l m g s t r u u r h i n e l u i i a a r l a l a o o a n s m o i r r r O a o x d o i S A P B B G H B C E B L M B A R P A C G L E PORTSMOUTH 00:40 01:15 01:33 01:20 01:28 02:40 02:21 03:18 03:16 03:01 03:14 04:06 04:33 04:45 05:55 07:36 05:23 08:14 06:55 07:11 07:02 ...bothSo uBenthha mAinslie,pton 4by0.7 boat (75 kph),01:46 and Bradley 00:37 Wiggens, 02:00 by 01:14 bike (54.5kph), 03:18 01:42could 02:43 02:34 02:23 02:31 03:52 04:14 04:35 05:45 06:32 04:47 07:04 06:45 06:36 06:47 get to Southampton,Brighton 54 Hastings,.3 49.8 and Brighton02:27 faster! 00:31 01:03 00:57 03:11 01:47 03:51 04:19 03:15 03:28 03:49 04:01 05:03 05:44 04:25 06:26 06:21 06:14 06:12 Bournemouth 37.0 61.6 49.8 02:20 01:45 03:42 02:26 03:14 03:16 03:03 03:03 04:27 04:44 05:06 06:16 07:57 05:18 08:43 07:16 07:08 07:23 Gatwick 57.0 45.0 69.7 55.3 00:31 01:24 02:41 01:07 03:23 03:47 02:38 02:53 03:20 03:32 04:42 05:32 03:44 06:04 05:42 05:50 05:38 London 69.5 90.0 80.0 86.3 01:36 01:39 00:38 02:04 02:05 01:24 01:20 02:09 01:51 03:17 03:34 02:15 04:36 04:11 04:33 04:21 Hastings 43.9 42.1 45.5 46.8 53.8 04:06 00:40 04:23 05:01 03:50 02:18 04:38 03:29 04:39 06:20 03:09 06:58 05:39 06:33 06:42 Bristol 54.5 60.6 58.4 39.5 116.4 56.1 03:08 00:49 01:00 01:23 04:25 02:58 04:56 05:58 06:39 05:20 07:21 07:16 06:11 06:06 Ashford 43.3 58.9 44.9 61.9 126.3 58.5 03:30 03:23 02:35 01:26 03:24 02:06 03:05 03:37 02:22 04:12 04:17 05:45 05:37 Cardiff 49.9 54.2 58.4 38.0 102.6 61.6 02:22 02:00 05:00 03:10 05:31 06:33 07:14 05:55 07:56 07:51 06:22 06:17 Exeter 57.3 63.8 55.6 38.0 121.0 57.8 02:32 04:03 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Birmingham 60.6 71.1 68.9 64.3 117.1 66.5 04:02 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Lille 72.2 82.8 65.8 79.3 183.8 04:30 00:35 01:28 02:03 01:06 02:35 02:45 06:46 06:35 Manchester 67.7 69.2 86.2 65.5 122.3 108.9 05:01 06:03 06:44 05:25 07:26 07:21 03:16 03:19 Brussels 80.6 88.6 172.4 154.3 00:26 01:09 01:28 01:42 01:41 07:25 07:06 Antwerp 65.6 71.0 96.2 78.4 94.6 01:11 02:11 02:01 02:30 08:35 08:08 Rotterdam 52.9 64.3 91.1 82.9 104.3 02:46 00:40 02:59 09:22 08:49 Paris 60.7 74.5 153.3 188.2 180.7 137.4 133.7 03:13 03:29 08:07 07:30 Amsterdam 54.4 78.3 91.7 85.5 02:46 09:54 09:31 Cologne 81.8 118.8 98.8 78.1 09:35 09:26 Glasgow 83.7 88.9 122.4 01:00 Edinburgh 83.6 84.9 122.8 588 576 534 #NAME? COLOUR KEY - SPEED fig. 30 BestRef journey date for times data extractionand average 02/04/2016 speed over point to point distances; by distance from Portsmouth 0-50 kph Sources: Trainline europe data sources: Trainline Europe, National rail journey planner, google maps 51-75 kph Journey Planner 76-100 kph Google 101-150Rail Tra kphvel Times & average speed bestThe speeds journey given time are over the point to point distance /best journey time >151 kph Point to point distances derived from Google earth n H h o T t t r U u p m e m t o O a h m a m s s h g a s d n a m M p e w k l r e d g r g

r n d o f e h l r n e S c o u h r r e n f n t i e o i n i i h o s o t g g c T b e e t h r s t t f d t w t d s w s i s o n n R s e t t l m g s t r u u r h i n e l u i i a a r l a l a o o a n s m o i r r r O a o x d o i A P S B B G L H B C E B L M B A R P A C G E PORTSMOUTH 00:40 01:15 01:33 01:20 01:28 02:40 02:21 03:18 03:16 03:01 03:14 04:06 04:33 04:45 05:55 07:36 05:23 08:14 06:55 07:11 07:02 Southhampton 40.7 01:46 00:37 02:00 01:14 03:18 01:42 02:43 02:34 02:23 02:31 03:52 04:14 04:35 05:45 06:32 04:47 07:04 06:45 06:36 06:47 Brighton 54.3 49.8 02:27 00:31 01:03 00:57 03:11 01:47 03:51 04:19 03:15 03:28 03:49 04:01 05:03 05:44 04:25 06:26 06:21 06:14 06:12 Bournemouth 37.0 61.6 49.8 02:20 01:45 03:42 02:26 03:14 03:16 03:03 03:03 04:27 04:44 05:06 06:16 07:57 05:18 08:43 07:16 07:08 07:23 Gatwick 57.0 45.0 69.7 55.3 00:31 01:24 02:41 01:07 03:23 03:47 02:38 02:53 03:20 03:32 04:42 05:32 03:44 06:04 05:42 05:50 05:38 London 69.5 90.0 80.0 86.3 01:36 01:39 00:38 02:04 02:05 01:24 01:20 02:09 01:51 03:17 03:34 02:15 04:36 04:11 04:33 04:21 Hastings 43.9 42.1 45.5 46.8 53.8 04:06 00:40 04:23 05:01 03:50 02:18 04:38 03:29 04:39 06:20 03:09 06:58 05:39 06:33 06:42 Bristol 54.5 60.6 58.4 39.5 116.4 56.1 03:08 00:49 01:00 01:23 04:25 02:58 04:56 05:58 06:39 05:20 07:21 07:16 06:11 06:06 Ashford 43.3 58.9 44.9 61.9 126.3 58.5 03:30 03:23 02:35 01:26 03:24 02:06 03:05 03:37 02:22 04:12 04:17 05:45 05:37 Cardiff 49.9 54.2 58.4 38.0 102.6 61.6 02:22 02:00 05:00 03:10 05:31 06:33 07:14 05:55 07:56 07:51 06:22 06:17 Exeter 57.3 63.8 55.6 38.0 121.0 57.8 02:32 04:03 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Birmingham 60.6 71.1 68.9 64.3 117.1 66.5 04:02 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Lille 72.2 82.8 65.8 79.3 183.8 04:30 00:35 01:28 02:03 01:06 02:35 02:45 06:46 06:35 Manchester 67.7 69.2 86.2 65.5 122.3 108.9 05:01 06:03 06:44 05:25 07:26 07:21 03:16 03:19 Brussels 80.6 88.6 172.4 154.3 00:26 01:09 01:28 01:42 01:41 07:25 07:06 Antwerp 65.6 71.0 96.2 78.4 94.6 01:11 02:11 02:01 02:30 08:35 08:08 Rotterdam 52.9 64.3 91.1 82.9 104.3 02:46 00:40 02:59 09:22 08:49 Paris 60.7 74.5 153.3 188.2 180.7 137.4 133.7 03:13 03:29 08:07 07:30 Amsterdam 54.4 78.3 91.7 85.5 02:46 09:54 09:31 Cologne 81.8 118.8 98.8 78.1 09:35 09:26 Glasgow 83.7 88.9 122.4 01:00 Edinburgh 83.6 84.9 122.8 588 576 average journey534 speed from point to point distance #NAME? 38COLOUR KEY - SPEED Ref date for data extraction 02/04/2016 0-50 kph Sources: Trainline europe 51-75 kph Journey Planner 76-100 kph Google 101-150 kph The speeds given are over the point to point distance /best journey time >151 kph Point to point distances derived from Google earth 5 APPENDIX

A. Best rail journey times with average speed, from Portsmouth

This table provides comparisons between the current Despite the longer journey, the Southampton direct best rail journey times between a range of UK and train (90 kph) to London is significantly faster than European destinations; along with a sample of the Portsmouth direct (69.5 kph). average speeds. Both Ben Ainslie (75 kph), by boat, and Bradley The table is arrayed by distance from Portsmouth. Wiggens (54.5kph), by bike, could get to Southampton, Hastings and Brighton faster! The Portsmouth direct line at 69.5 kph is, with the exception of Hastings (53.8 kph) the slowest London It is to be noted that the speed of rail travel in this intercity service. The intercity connections excluding assessment has been taken as a direct point to point London out of Portsmouth, to Gatwick and the distance. This affects precise direct relationships English cities, operate an average speed of 51.5 kph particularly where geographic features such as the Solent or Channel incur. Over longer distances and Radial intercity connections from London provide all across the sample attributable differences should the UK highest speed services by a clear margin, with be less material. The data however provides valid an average speed to English cities of 96.3 kph (87% comparators for interpretation. faster than Portsmouth’s services).

Rail Travel Times & average speed Rail Travel Times & average speed n n H H h h o o T T t t t t r r U U u u p p m m e e m m t t o o O O a a h h m m a a m m s s s s h h g g a a s s d d n n a a m m M M p p e e w w k k l l r r e e d d g g r r g g

r r n n d d o o f f e e h h l l r r n n e e S S c c o o u u h h r r r r e e n n f f n t n t i i e e o o i i n n i i i i h h o o s s o o t t g g g g c c T T b b e e e e t t h h r r s s t t t t f f d d t t w w t t d d s s w w s s i i s s o o n n n n R R s s e t t e t t l l m m g g s s t t r r u u u u r r h h i i n n e e l l u u i i i i a a a a r r l l a a l l a a o o o o a a n n m s s m o o i i r r r r r r O O a a o o d x x d o o i i S S A A P B B G H B C E B L M B A R P A C G E P B B G H B C E B L M B A R P A C G L L E PORTSMOUTH 00:40 01:15 01:33 01:20 01:28 02:40 02:21 03:18 03:16 03:01 03:14 04:06 04:33 04:45 05:55 07:36 05:23 08:14 06:55 07:11 07:02 PORTSMOUTH 00:40 01:15 01:33 01:20 01:28 02:40 02:21 03:18 03:16 03:01 03:14 04:06 04:33 04:45 05:55 07:36 05:23 08:14 06:55 07:11 07:02 Southhampton 40.7 01:46 00:37 02:00 01:14 03:18 01:42 02:43 02:34 02:23 02:31 03:52 04:14 04:35 05:45 06:32 04:47 07:04 06:45 06:36 06:47 Southhampton 40.7 01:46 00:37 02:00 01:14 03:18 01:42 02:43 02:34 02:23 02:31 03:52 04:14 04:35 05:45 06:32 04:47 07:04 06:45 06:36 06:47 Brighton 54.3 49.8 02:27 00:31 01:03 00:57 03:11 01:47 03:51 04:19 03:15 03:28 03:49 04:01 05:03 05:44 04:25 06:26 06:21 06:14 06:12 Brighton 54.3 49.8 02:27 00:31 01:03 00:57 03:11 01:47 03:51 04:19 03:15 03:28 03:49 04:01 05:03 05:44 04:25 06:26 06:21 06:14 06:12 Bournemouth 37.0 61.6 49.8 02:20 01:45 03:42 02:26 03:14 03:16 03:03 03:03 04:27 04:44 05:06 06:16 07:57 05:18 08:43 07:16 07:08 07:23 Bournemouth 37.0 61.6 49.8 02:20 01:45 03:42 02:26 03:14 03:16 03:03 03:03 04:27 04:44 05:06 06:16 07:57 05:18 08:43 07:16 07:08 07:23 Gatwick 57.0 45.0 69.7 55.3 00:31 01:24 02:41 01:07 03:23 03:47 02:38 02:53 03:20 03:32 04:42 05:32 03:44 06:04 05:42 05:50 05:38 Gatwick 57.0 45.0 69.7 55.3 00:31 01:24 02:41 01:07 03:23 03:47 02:38 02:53 03:20 03:32 04:42 05:32 03:44 06:04 05:42 05:50 05:38 London 69.5 90.0 80.0 86.3 01:36 01:39 00:38 02:04 02:05 01:24 01:20 02:09 01:51 03:17 03:34 02:15 04:36 04:11 04:33 04:21 London 69.5 90.0 80.0 86.3 01:36 01:39 00:38 02:04 02:05 01:24 01:20 02:09 01:51 03:17 03:34 02:15 04:36 04:11 04:33 04:21 Hastings 43.9 42.1 45.5 46.8 53.8 04:06 00:40 04:23 05:01 03:50 02:18 04:38 03:29 04:39 06:20 03:09 06:58 05:39 06:33 06:42 Hastings 43.9 42.1 45.5 46.8 53.8 04:06 00:40 04:23 05:01 03:50 02:18 04:38 03:29 04:39 06:20 03:09 06:58 05:39 06:33 06:42 Bristol 54.5 60.6 58.4 39.5 116.4 56.1 03:08 00:49 01:00 01:23 04:25 02:58 04:56 05:58 06:39 05:20 07:21 07:16 06:11 06:06 Bristol 54.5 60.6 58.4 39.5 116.4 56.1 03:08 00:49 01:00 01:23 04:25 02:58 04:56 05:58 06:39 05:20 07:21 07:16 06:11 06:06 Ashford 43.3 58.9 44.9 61.9 126.3 58.5 03:30 03:23 02:35 01:26 03:24 02:06 03:05 03:37 02:22 04:12 04:17 05:45 05:37 Ashford 43.3 58.9 44.9 61.9 126.3 58.5 03:30 03:23 02:35 01:26 03:24 02:06 03:05 03:37 02:22 04:12 04:17 05:45 05:37 Cardiff 49.9 54.2 58.4 38.0 102.6 61.6 02:22 02:00 05:00 03:10 05:31 06:33 07:14 05:55 07:56 07:51 06:22 06:17 Cardiff 49.9 54.2 58.4 38.0 102.6 61.6 02:22 02:00 05:00 03:10 05:31 06:33 07:14 05:55 07:56 07:51 06:22 06:17 Exeter 57.3 63.8 55.6 38.0 121.0 57.8 02:32 04:03 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Exeter 57.3 63.8 55.6 38.0 121.0 57.8 02:32 04:03 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Birmingham 60.6 71.1 68.9 64.3 117.1 66.5 04:02 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Birmingham 60.6 71.1 68.9 64.3 117.1 66.5 04:02 01:32 04:33 05:36 06:16 04:20 06:58 06:53 04:07 04:15 Lille 72.2 82.8 65.8 79.3 183.8 04:30 00:35 01:28 02:03 01:06 02:35 02:45 06:46 06:35 Lille 72.2 82.8 65.8 79.3 183.8 04:30 00:35 01:28 02:03 01:06 02:35 02:45 06:46 06:35 Manchester 67.7 69.2 86.2 65.5 122.3 108.9 05:01 06:03 06:44 05:25 07:26 07:21 03:16 03:19 Manchester 67.7 69.2 86.2 65.5 122.3 108.9 05:01 06:03 06:44 05:25 07:26 07:21 03:16 03:19 Brussels 80.6 88.6 172.4 154.3 00:26 01:09 01:28 01:42 01:41 07:25 07:06 Brussels 80.6 88.6 172.4 154.3 00:26 01:09 01:28 01:42 01:41 07:25 07:06 Antwerp 65.6 71.0 96.2 78.4 94.6 01:11 02:11 02:01 02:30 08:35 08:08 Antwerp 65.6 71.0 96.2 78.4 94.6 01:11 02:11 02:01 02:30 08:35 08:08 Rotterdam 52.9 64.3 91.1 82.9 104.3 02:46 00:40 02:59 09:22 08:49 Rotterdam 52.9 64.3 91.1 82.9 104.3 02:46 00:40 02:59 09:22 08:49 Paris 60.7 74.5 153.3 188.2 180.7 137.4 133.7 03:13 03:29 08:07 07:30 Paris 60.7 74.5 153.3 188.2 180.7 137.4 133.7 03:13 03:29 08:07 07:30 Amsterdam 54.4 78.3 91.7 85.5 02:46 09:54 09:31 Amsterdam 54.4 78.3 91.7 85.5 02:46 09:54 09:31 Cologne 81.8 118.8 98.8 78.1 09:35 09:26 Cologne 81.8 118.8 98.8 78.1 09:35 09:26 Glasgow 83.7 88.9 122.4 01:00 Glasgow 83.7 88.9 122.4 01:00 Edinburgh 83.6 84.9 122.8 Edinburgh 83.6 84.9 122.8 588 576 534 588 576 534 #NAME? #NAME? COLOUR KEY - SPEED Ref date for data extraction 02/04/2016 COLOUR KEY - SPEE39D Ref date for data extraction 02/04/2016 0-50 kph Sources: Trainline europe 0-50 kph Sources: Trainline europe 51-75 kph Journey Planner 51-75 kph Journey Planner 76-100 kph Google 76-100 kph Google 101-150 kph The speeds given are over the point to point distance /best journey time 101-150 kph The speeds given are over the point to point distance /best journey time >151 kph Point to point distances derived from Google earth >151 kph Point to point distances derived from Google earth B. Rail journey times relative to car from Portsmouth

Journey times by car and rail from Portsmouth The discrepancies between road and rail travel highlight the regional issues to be addressed times to northern cities such as Birmingham and for a sustainable and low carbon economy. Manchester evidence especially poor rail connectivity. Only two UK cities, London and Edinburgh, are more This is a huge constraint on access to rapidly accessible by train than by car. 3 hr 18min by European and northern markets and the train to Ashford is more than 1hr longer than it now future development of the Solent region. takes to go from London to Paris, or c. 1hr 30min longer than the journey from London to Brussels.

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Brighton t 82 01:10 01:14 0:04:00 54.3 e n l t A A R A A i i r r s a a A o H R H R m i m i Bournemouth m k ( t T d T P 85.2 01:00C 01:33R 0C :14:00 T 37.T 0 SouthhGamatpwtiocnk 37.8106 00:3201:18 00:4001:20 0:0158:00 5470.07 fig. 31. Rail travel from Portsmouth BLriognhdton 12182 01:1001:36 01:2801:14 0:04:00 0:08:00 5649.35 Southsea relative to car travel: ranged by distance from Portsmouth BournHeamstoinugths 85.2136 01:0001:51 02:4001:33 0:1449:00 3473.09 distance, times and speed. GBartiwstiockl 106151 01:1801:5701:20 02:21 0:1254:00 574.05 ALsohnfdoordn 190121 02:4001:36 01:2803:18 0:38:00 0:08:00 4639.35 HaCsatirndgifsf 136222 01:5102:32 02:4003:16 0:494:00 439.9 BErxisettoelr 216151 02:4901:57 03:0102:21 0:1224:00 574.53 BirmAinsghhfoamrd 190259 02:4002:32 03:1403:18 0:3482:00 6403.36 CarLdililfef 378222 04:1402:32 04:0603:16 0:44:00 0:08:00 4792.92 ManchEexseter 216391 04:0302:49 03:0104:33 0:3102:00 567.37 BirmBirnugshsaemls 259466 02:3205:13 03:1404:45 0:42:00 0:28:00 680.6 AntwLeilrlpe 378473 04:1405:14 04:0605:55 0:41:00 0:08:00 7625.26 MRaontctehredsatmer 391554 04:0306:11 07:3604:33 01:3205:00 5627.97 BrusPsaerlis 466555 06:0705:13 04:4505:23 0:2484:00 860.67 AmAstnetrwdaermp 473633 05:1406:37 05:5508:14 01:3471:00 5645.46 RoCttoelrodganme 688554 07:1206:11 06:5507:36 1:25:00 0:17:00 5821.98 GlasPgaorwis 555717 06:0706:51 05:2307:11 0:20:00 0:44:00 6803.7 AmEdsitnebrudragmh 633723 07:2006:3707:02 08:14 1:37:00 0:18:00 5843.46 Cologne 688 07:12 06:55 0:17:00 81.8 Glasgow 717 06:51 07:11 0:20:00 83.7 Edinburgh 723 07:20 07:02 0:18:00 83.6 COLOUR KEY Car faster than train by: 0-20 mins 20-40 mins COLOUR KEY 40-60 mins Car faster than train by: 0-20>60 mins mins Train faster than car by: 20-400-20 mins mins 40-6020-40 mins >60>40mins mins Train Sfapsetedr sthan car by: 0-200-50 minskph 20-4051-75 kphmins >40mins76-100 kph Train Speeds 0-50 kph 40 51-75 kph 76-100 kph C. Rail speeds, relative travel times and distance from Portsmouth

Trains to Southampton, Hastings, Ashford and It is to be noted that the speed of UK rail travel in this Cardiff, at less than 50kph, are particularly slow. assessment has been taken as a direct point to point distance. This affects precise direct relationships Although Bournemouth is also slow, proportionally particularly where geographic features such as the this route is considerably extended by Southampton Solent or Channel incur. Over longer distances and water. across the sample attributable differences should Despite both routes being pretty direct, travel to be less material. The data however provides valid Bristol and Brighton achieves speeds less than comparators for interpretation. 55kph. In this context the routes are slow. Train speeds to Glasgow and Edinburgh are the highest reflecting on the higher speed trains (the 225). This is achieved despite the need to change trains twice and await transfer.

UK Rail speed and travel times to destinations fig. 32 Rail speed and travel times to destinations ranged by distance from Portsmouth ranged by distance from Portsmouth 500 85.0

450 80.0

400 75.0

350 70.0

300 65.0

250 60.0 UK Rail speed and travel times to destinations Minutes Rail Journey times (mins) ranged by distance from Portsmouth200 55.0 RAIL SPEEDS kph 500 150 85.0 50.0 kilometers (kph) hour per kilometers

450 100 80.0 45.0

400 50 75.0 40.0

350 0 70.0 35.0

300 65.0 Exeter Cardiff Bristol London Ashford Gatwick Glasgow Hastings Brighton Edinburgh Manchester 250 60.0 Birmingham Southampton Bournemouth Minutes 200 55.0 Rail Journey times (mins) RAIL SPEEDS kph 150 50.0 kilometers (kph) hour per kilometers 41 100 45.0

50 40.0

0 35.0 Exeter Cardiff Bristol London Ashford Gatwick Glasgow Hastings Brighton Edinburgh Manchester Birmingham Southampton Bournemouth D. South West Trains and Southern Rail existing network maps

Network maps included for reference. The number of south coast stations is notable.

Milton Oyster pay as you go area Keynes Watford Junction South West Trains Network Map Willesden Junction Brentford London Windsor & Syon Shepherd’s Bush Stations managed by South West Trains Waterloo Eton Riverside Isleworth Kew Bridge Kensington (Olympia) Stations NOT managed by South West Trains Hounslow West Brompton Datchet Heathrow Chiswick Vauxhall Other services Airport Imperial Bus links Virginia Water Sunnymeads Wharf Egham Barnes Bridge Queenstown Ferry links Wraysbury Road Longcross Whitton TwickenhamSt. MargaretsRichmondNorth Sheen BarnesPutneyWandsworthTown Clapham Connections to London Underground Sunningdale Junction Staines Ashford Feltham Mortlake Longer trains regularly call at this station which has short platforms. Strawberry Wimbledon Earlsfield Martins Heron Please check information screen and listen to on-train Ascot Hill Croydon Tramlink announcement to make sure you are in the correct part of the train Raynes Park to leave there, as not all the train doors will open. Bracknell Wokingham SheppertonUpper HallifordSunbury Kempton ParkHampton Fulwell Teddington Hampton WickKingston Norbiton Winnersh Triangle Pay as you go is valid on all our services within London Zones 1-6. New If you use Oyster to pay as you go to travel beyond this area Winnersh Malden Oxford, Birmingham Hampton Court (highlighted in yellow on the map) you will be treated as travelling Berrylands without a valid ticket and subject to a Penalty Fare and liable to and the North Thames Ditton prosecution. Chertsey Surbiton Motspur Esher Malden Earley Bagshot Chessington Manor Park Hersham Tolworth Addlestone Walton-on- Bath, Bristol, South Wales Reading Crowthorne and the West Country Camberley Thames Hinchley North Worcester Beckenham Wood Park Junction Bradford- Trowbridge Byfleet & South Wales, Bath Spa Brookwood Weybridge on-Avon Reading West Sandhurst Frimley New Haw Stoneleigh Elmers End Birmingham Mortimer Claygate and the North West Byfleet Chessington Ewell Westbury Farnborough South West New Bristol Blackwater West East Addington Temple Meads Bramley Woking Oxshott Croydon Croydon Frome Epsom Taunton, Farnborough North Worplesdon Exeter and the Bruton Warminster West Country Templecombe Fleet Cobham & Ashtead Salisbury Whitchurch Stoke D’Abernon AxminsterCrewkerne Castle Cary Gillingham Winchfield Ash Vale Grateley Andover Overton Honiton Yeovil Tisbury Ash London Road Leatherhead Feniton Bus Station Yeovil (Guildford) Clandon Horsley Pen Mill Basingstoke North Camp Wanborough Taunton and Hook Effingham Bookham Box Hill & North Devon Aldershot Guildford Junction Westhumble Yeovil Sherborne Dorking Redhill Micheldever Farnham Okehampton Junction Dean Shalford Chilworth Gomshall Dorking West BetchworthReigate Whimple Chandler’s Ford Farncombe Dorking (Summer Only) Winchester Cranbrook Mottisfont & Shawford Bentley Godalming (Deepdene) Dunbridge Southampton Gatwick Pinhoe Eastleigh Airport Parkway Alton Milford Airport Exeter Exeter St. Davids Central St. Denys Witley Three Swaythling The Crawley Bridges Southampton Bitterne Hedge End Watercress Haslemere Paignton, Central Line Exmouth Woolston Liphook and Romsey Millbrook Horsham Penzance Exeter Town Alresford Airport Redbridge Quay Sholing Liss Totton Billingshurst Netley Botley Petersfield Ashurst (New Forest) Haywards Thornford Hamble Rowlands Castle Pulborough Beaulieu Road Heath Brockenhurst Bursledon Havant Arundel Hythe Eastbourne, Yetminster Sway Waterside Swanwick Bedhampton Hastings, Sidmouth Portchester Barnham Ashford International New Milton Chichester Worthing Hove Seaton Bournemouth and the South East Airport Hinton Admiral Fareham Cosham Hilsea Shoreham Christchurch Bognor Regis Littlehampton Brighton Pokesdown for Boscombe Fratton Chetnole Lymington Town Bournemouth Gosport Poole Portsmouth & Bridport Branksome Lymington Pier Southsea Maiden Parkstone Newton Cowes Portsmouth Harbour Southsea Hoverport Hamworthy Holton Heath Yarmouth Wareham Head Ryde Esplanade Dorchester Wool Isle of West Moreton Wight Ryde St. Johns Road fig. 33. South Dorchester Isle of Wight Steam Railway South Smallbrook Upwey to Channel Islands Wootton Junction to France & Spain Weymouth & France Brading West Trains Sandown Lake network Shanklin Ventnor map 2016

to the West Midlands, North West and Scotland to Bedford Milton Keynes Central Bletchley Leighton Buzzard Tring SERVICES AND FACILITIES Berkhamsted London Cannon Street Hemel Hempstead This is a general guide to the basic daily services. Not all trains stop at all stations on each coloured line, so please check the timetable. Watford Junction RIVER THAMES Routes are shown in different colours to help identify the Harrow & Wealdstone London Bridge general pattern. Wembley Central South Bermondsey London Victoria to Highbury & Islington Shepherd’s Bush Queens Road Peckham Gatwick Express Kensington (Olympia) REGULAR ROUTE West Brompton Battersea Park SERVICE IDENTITY Peckham Rye New Cross Gate GX1 Gatwick Express Imperial Wharf to London Waterloo East Dulwich Brockley Southern ACCESSIBILITY Clapham Junction North Dulwich LIMITED REGULAR ROUTE SERVICE SERVICE IDENTITY Step-Free access between the street and all platforms Wandsworth Common Tulse Hill Honor Oak Park SN1 Brighton MainLine Some step-free access between the street and platforms Forest Hill SN2 West London Step-free access is available in the direction of the arrow Balham West No step-free access between the street and platforms Streatham Hill Norwood Gipsy SN3 Metro Hill Sydenham SN4 Oxted Notes: can be used in the Crystal Platform access points may vary and there may not be be yellow shaded area Streatham Palace SN5 Redhill Penge West step-free access to or between all station areas or facilities. SN6 Mainline West Access routes may be unsuitable for unassisted wheelchair Streatham Common Anerley SN7 Mainline East users owing to the gradient of ramps or other reasons. Norbury SN8 Coastway West Birkbeck Step-free access between train and platform requires a Wimbledon Haydons Road Tooting Thornton Heath SN9 Coastway East staff-operated ramp. If you require a ramp or need help Selhurst Beckenham Junction getting on or off trains, please book this in advance and to Guildford Other train operators may provide additional services along some of our routes. we will make sure staff are available to help, otherwise Mitcham Eastfields Norwood Junction Other train operators’ routes there might be a significant delay to your journey. Wimbledon Chase Bus links Mitcham Junction Gatwick Express and Southern Assisted Travel: 0800 138 1016 Faygate* Limited service stations on our network South Merton Principal stations Hackbridge Interchange with London Underground Morden South STAFF AVAILABILITY Carshalton Waddon West Croydon East Croydon Interchange with London Overground On-train or station staff available at all times Wallington Interchange with London Tramlink On-train or station staff available at certain times only St. Helier South Croydon Interchange with Eurostar No on-train or station staff available Carshalton Beeches Riddlesdown Sanderstead Interchange with other operators’ train services Sutton Common West Sutton Upper Warlingham Interchange with Airports Sutton Purley Oaks to Bournemouth Woldingham Ferry service routes Belmont Coulsdon Southampton Central Purley Cheam Woodmansterne Town Reedham to London Banstead Whyteleafe St. Denys* Oxted Southampton to Reading Ewell East Kenley Airport Parkway Chipstead Whyteleafe South to Canterbury to London Epsom Coulsdon South Downs Caterham to London and Ramsgate Eastleigh Guildford Epsom Kingswood Merstham Hurst Green *Bitterne to Portsmouth to Dorking Ashtead Redhill Tadworth Edenbridge Penshurst Leigh Tonbridge *Woolston London Road (Guildford) Ashford International *Sholing Leatherhead Tattenham Reigate to Kent Coast Clandon Nutfield Godstone *Netley Corner Earlswood Edenbridge Ham Street *Hamble Horsley to Dorking Town and Guildford Salfords Effingham Junction Lingfield Appledore *Bursledon Fareham to Dover Bookham Horley Hever and Europe Swanwick Box Hill & Westhumble Rye to Channel Islands, Portchester Dormans France and Spain Gatwick Airport Cowden to Guildford Dorking to Reigate Winchelsea Fratton Hilsea Cosham Dorking Deepdene Portsmouth East Grinstead Ashurst *Doleham & Southsea Holmwood Three Bridges Bedhampton Crawley Ockley Balcombe Eridge Three Oaks Portsmouth Havant to Gosport to London Warnham Ifield and Harbour Crowborough Isle of Wight Warblington Littlehaven * Faygate Haywards Heath to London Ore Emsworth Horsham Buxted Wivelsfield Hastings Southbourne Christ’s Hospital Uckfield St. Leonards Warrior Square Nutbourne Billingshurst Burgess Hill Bexhill Southwater Plumpton Pulborough Bosham Hassocks Collington Amberley Ashington Cooksbridge* Fishbourne Cooden Beach Arundel Washington Preston Park Glynde BerwickPolegate Chichester Normans Bay fig. 34 Pevensey Bay* Pevensey & Westham BarnhamFord London RoadMoulsecoomb (Brighton) Falmer Lewes Southern Lancing Hove Bognor Regis Angmering Worthing SouthwickFishersgate PortsladeAldrington Brighton Hampden Park Goring-by-Sea West Worthing East Worthing Southease Durrington-on-Sea Shoreham-by-Sea Eastbourne Railway Newhaven Town Littlehampton to France Newhaven Harbour Bishopstone network Seaford Produced by 25.1.2016 (GX SN Routes Diagram) www.fwt.co.uk map 2015

42 6 Notes

Bibliography References

• Transport Statistics Great Britain 2015. Department of Data relating to track types and line speed designations in this Transport 2015. document have been extracted from Route Plans 2008 Route 2 South • Passenger Rail Usage Statistics, 2014-15 Quarter 4 West Main Line. Network Rail. Statistical Release. Office of Rail and Road, June 2015 1. ONS Regional Gross Value Added Dec 2015. • Long term planning process: London distance Market NUTS area 1 14.9% GVA study. Network Rail, Oct 2013. 2. passenger km. and timetabled train km. relative to our European • The Passenger Demand Forecasting Handbook (PDFH) competitors. Passenger Rail Usage 2014-15 Q. 4 Statistical release. version 5.1. The Passenger Demand Forecasting Council, Office of Rail and Roads 2015.. April 2013. 3. Ibid 4. Wessex Route Study 2015, Long term Planning Process: London is modeled either using an own-cost elasticity model or a variable and South East Market Study. Network Rail Oct 2013 demand choice model approach. The own-cost elasticity model 5. Ibid Para. 3.4.4 approach is most commonly used for (demand forecasting) rail 6. 2011 final UK figures: data tables. https://www.gov.uk/ schemes, because: government/publications/final-uk-emissions-estimates. • it is often difficult and expensive to collect sufficient data of 7. Carbon Footprint of High Speed Rail’, Systra for the UIC (2011) adequate quality to construct a choice model for rail schemes, ; ‘Comparing environmental impact of conventional and high speed which usually cover a large geographical area; rail’, Network Rail (2009); ‘Relative carbon performance of rail • rail is a minority mode, and so its demand is not expected to be compared to other modes’, Department for Transport (2007); ‘T618 constrained in proportion with population growth in the same way –Traction Energy Metrics’, Rail Safety and Standards Board (2007). as more common modes, such as car or walk 8. Eurostar 2006 Study Tread Lightly • 2. Tomorrow’s railways Forum for the Future. Forum for the future 2012 • Bus Times for Portsmouth from 27 March 2015, First Direct • Wessex Route Study 2015, Long term Planning Process: London and South East Market Study Network Rail Aug 2015 • Delivering for you. Route Plan 2008 Route 3 South West mainline. Network Rail 2008 • Our Railway’s Future. Network Rail. Oct 2012 • Building the Northern Powerhouse CN Focus http:// guides.constructionnews.co.uk/2081.guide • www.railmaponline.com • www.datashine.org.uk • www.atoc.org • google earth

fig. 35

43 Image credits fig. 2 Source: Our Railways Future. Network Rail 2012 fig. 5 W Menteth on www.datashine.org underlying image. Sources: Census 2011, wikipedia Fig. 6. Source: Transport Statistics Great Britain 2015 Fig. 7. Source: Passenger Rail Usage Statistics, 2014-15 Quarter 4 Statistical Release. Office of Rail & Road, June 2015 fig. 9 www.wikepedia fig. 11. Source: Wessex Route Study 2015, Long term Planning Process: London and South East Market Study Network Rail Aug 2015 Network Rail fig. 14. - Fig 4.3 from: Long term planning process. Wessex Route Study. August 2015 source: sourced from South West trains automated passenger count data.) fig. 18 - 26 & 29. W Menteth Architects path drawings on google earth fig. 36 St Pancras station plaque. extract fig. 33. South West Trains 2016 from: The Four Quartets. T.S Eliot fig. 34 Southern Railway 2015 All figures otherwise ©W Menteth.

About This article by Walter Menteth develops on analysis undertaken by University of Portsmouth School of Architecture masters students during the period 2013 -2016, under the authors supervision.

As consultant for NSCDG Walter Menteth wrote the 1982 initiating study identifying the London Overground route from Shoreditch to New Cross, New Cross Gate and Clapham Junction. He was also a member of the team who developed initial studies on the London Docklands Light rail. Both projects successfully re-use existing track infrastructure.

Portsmouth - The Island City papers Independent authors are invited to contribute illustrated articles to this series of open network architectural and planning publications whose purpose is to explore the future of the region and the city of Portsmouth

Portsmouth - The Island City. 1 - Mainline rail connectivity. rev 2 10/4/2016 ©Walter Menteth Walter Menteth Architects

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