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Mainline Rail Connectivity. Portsmouth, the Island City. R2

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Mainline Rail Connectivity. Portsmouth, the Island City. R2 Portsmouth 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 The Solent to Europe 6 The Solent to Bristol 6 Portsmouth London Direct 7 Southampton 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 - Eastleigh to Woking 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. South West Trains 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 England (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 Network Rail’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 Gosport and Havant 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, track 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 Crossrail 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 Godalming tunnel, improve speed and capacity include: • Relaying track from Petersfield 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 Guildford 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 Meon Valley railway (see following) places. The Meon Valley Rail Southampton
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