M25 to Solent Route Strategy March 2017 - Gov.uk
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M25 to Solent
Route Strategy
March 2017
Contents
1. Introduction 1
Purpose of Route Strategies 2
Strategic themes 2
Stakeholder engagement 3
Transport Focus 3
2. The route 5
Route Strategy overview map 7
3. Current constraints and challenges 9
A safe and serviceable network 9
More free-flowing network 9
Supporting economic growth 10
An improved environment 10
A more accessible and integrated network 10
Diversionary routes 13
Maintaining the strategic road network 14
4. Current investment plans and growth potential 15
Economic context 15
Innovation 15
Investment plans 15
5. Future challenges and opportunities 19
6. Next steps 23
i
Route London to Scotland East
strategies London Orbital and M23
London to Scotland Wes
t
to Gatwick
London to Wales
The division of routes for
the Felixstowe to Midlands
programme of route stra
tegies on the Solent to Midlands
Strategic Road Network
M25 to Solent (A3 and
M3)
Kent Corridor to M25 (M2
and M20)
South Coast Central
Birmingham to Exeter
A1 South West Peninsula
London to Leeds (East)
East of England
South Pennines
A19
A69
Newcastle upon Tyne North Pennines
Carlisle A1 Sunderland Midlands to Wales and
Gloucestershire
M6
North and East Midlands
A66 A1(M)
A595 South Midlands
Middlesbrough
A66 A174
A590 A19
A1
A64
A585 M6
Iris h Se a Leeds
York
M55
M65 M606 M621 M1
Preston Kingston upon Hull
A56 M62 A63
M62
M61 A1
M58
Liverpool Manchester A628
M1
M18
A180
Grimsby
No rth Se a
A616 M180
M57
M62 M60 A1(M)
M53 Sheffield
A556
M56
M6 A46
A55 Lincoln
A1
A500
Stoke-on-Trent A38 M1
Nottingham
A52
Derby
A50
A483
A5 A453
A38 A42 A46
A458 M54
A5 A47 Norwich
M42 Leicester A47
M6 M6 Toll
M69 A1
Birmingham M6 Peterborough A12
A5
M5 M42 A14 A1(M)
Coventry A11
A49 M45
M1 A45 A14
Worcester A14
A46 A5 A428 Cambridge
A421
M40 A1
A11
M50 Ipswich
A43 Milton A12 A14
A40 Keynes
A40 Gloucester A417 M1 A1(M) A120
A5
A120
Oxford M11
M5 A34 M25
M48
A419
M40 A12
M4 Swindon
M4 A404
M4 Southend-on-Sea
Bristol M32 Reading London A13
M4
M2 A249
A34
M5 A36
A303 M3 M25 M26
A2
M20
A3 Crawley M23
A36
A303 A21 A20
A23
Folkestone
Yeovil A31 A259
M27 A3(M)
Exeter A27
A30
A30 A27
Portsmouth Brighton A259
A35
Torquay
A30 Plymouth A38
En gli sh
h Ch an ne l
0 kilometres
60
0 miles
40
Highways Agency medi © Crown copyright and
a services MCR N130206 database rights 2015 Ordn
ance Survey 10003064
9
ii1iii
Highways England
1. Introduction
The modernisation of England’s motorways
and major A roads, also known as the
strategic road network (SRN), is making a
vital contribution to economic wellbeing and
growth. This Route Strategy – one of 18 such
reports – provides a statement on the current
performance of, and perceived pressures on,
the M25 to Solent (A3 and M3) route to inform
the planning of future investment.
The SRN supports national and local economic
prosperity by:
▪▪ linking together major cities
▪▪ connecting with extensive local road networks
▪▪ providing links to major ports, airports,
and rail terminals
▪▪ enabling good access to regions and cross-border
routes between the nations of the United Kingdom
The establishment of Highways England through the
Infrastructure Act 2015 has changed fundamentally
the way we plan investment in the network. Funding is
now determined every 5 years, in the Road Investment
Strategy (RIS), which is set by Government. We are
currently delivering on the commitments that were set out
in the first RIS covering 2015 to 2020, which are already
making a difference for road users across the network.
At the same time, we are working closely with the
other 3 bodies with statutory responsibility for the RIS –
Department for Transport, Office of Rail and Road and
Transport Focus – on preparing for the next RIS (RIS2) for
the period after 2020.
12M25 to Solent (A3 and M3) Route Strategy
RIS1 Strategic Vision as reiterated in “RIS
Purpose of Route Strategies Post 2020: Planning ahead”
RIS1 Strategic Vision as reiterated in “RIS
Route Strategies provide a high level view of the current Post 2020: Planning ahead”
performance of the SRN as well as issues perceived by Economy Environment
our stakeholders that affect the network. They are one of
the key components of research required for developing Economy Environment
the RIS. This suite of Route Strategies builds upon the Network
capability Integration
analysis underpinning the first set of Route Strategies
Network
undertaken between 2013 to 2015, which together Integration
capability
provided the first comprehensive assessment of the entire
network. This time the Route Strategies aim to: Safety
▪▪ bring together information from key partners, Safety
motorists, local communities, construction partners,
Figure 1.1 - RIS1 strategic vision
environmental groups and across the business Highways England Strategic Business
▪▪ achieve a better understanding of the condition Plan’s key outcomes
and performance of our roads, and local and Highways England Strategic Business
regional aspirations Plan’s keySupporting
outcomes economic growth through a modernised
and reliable network that reduces delays, creates jobs
▪▪ shape our investment priorities to improve the service and helps business compete and opens up new areas
Supporting economic growth through a modernised
for road users and support a growing economy for development
and reliable network that reduces delays, creates jobs
▪▪ help inform the next RIS1 and helps business compete and opens up new areas
More free-flowing network where routine delays
for development
are more infrequent, and where journeys are safer
and more reliable
More free-flowing network where routine delays
Strategic themes are more infrequent, and where journeys are safer
andSafe
moreandreliable
serviceable network where no one
The Government’s vision for transforming the SRN is should be harmed when travelling or working on
described in the Road Investment Strategy post 2020: the network
Safe and serviceable network where no one
Planning Ahead document available on www.gov.uk. This should be harmed when travelling or working on
theImproved
network environment where the impact of our
vision builds on the 5 broad aims published in the Road activities is further reduced, ensuring a long-term and
Investment Strategy for 2015-2020: economy; network sustainable benefit to the environment
Improved environment where the impact of our
capability; integration; safety; and the environment. It also activities is further reduced, ensuring a long-term and
builds on Highways England’s 5 strategic outcomes (see More accessible
sustainable andenvironment
benefit to the integrated network that
gives people the freedom to choose their mode of
Figures 1.1 and 1.2). Using the evidence from this and the transport and enable safe movement across and
More accessible and integrated network that
other 17 Route Strategies, we will develop proposals that alongside the network
gives people the freedom to choose their mode of
can help bring the Government’s vision for roads to life. transport and enable safe movement across and
alongside the network
Figure 1.2 - Highways England strategic outcomes
See Chapter 6 for more information on the next RIS
1
2Highways England
Transport Focus
We commissioned Transport Focus, the road user
watchdog, to undertake research on road user priorities.
More than 4,400 interviews were undertaken with drivers
across the SRN. Figure 1.4 below shows the breakdown
Stakeholder engagement by user type and purpose.
Building on the engagement we started in the first Completed interviews
round of Route Strategies, we have continued to work
closely with a wide range of stakeholders to enhance our 3,487 79%
Completed interviews
understanding of the strategic road network, and identify
where users and other stakeholders feel investment 3,487 79%
is needed.
322 7%
We used a number of methods to collate information. 322 7%
For example, we launched an online tool for customers 407 9%
and stakeholders over the summer of 2016 to inform us
of the issues and challenges on our roads that affected 407
206 9%
5%
them. As well as information collated from a range of
people within Highways England, more than 300 different 206 5%
stakeholder organisations provided important feedback Commuting 501 11%
on the network during the evidence collection period.
There were also more than 370 individual members of the Commuting 501 11%
public who contributed information. In total, around 2,700
Business 1,367 31%
individual points were raised by external stakeholders.
Business
Leisure 1,367
2,457 31%
56%
Figure 1.4 - Driver sample breakdown
233
Leisure 2,457 from a56%
250 fleet managers mix
354
of industries, size and regions
Business
250 fleet managers from a mix
Local authority of industries, size and regions
716
SNTBs/LEPs
Individuals The research found that there was a difference in how
Others users rated the motorway and A road sections of the
1,233 M25 to Solent route, with only 45% of users rating their
166
experience of the motorway sections as either extremely
good or fairly good, but 83% giving the same rating to
the A road sections. As Table 1.1 shows, 61% of users
Figure 1.3 - External stakeholder responses experience problems using the route, the worst performing
of all 18 routes, with congestion and roadworks being the
We are increasingly working with subnational transport two main causes.
bodies (SNTBs), including Midlands Connect, England’s
Economic Heartland and Transport for the North, so we The full report has been published on Transport
can ensure that their developing strategies and planning Focus’s website www.transportfocus.org.uk/research-
are integrated into our thinking (and vice versa). publications/publications/road-to-the-future.
We will continue to work closely with Transport Focus to
understand customer priorities to ensure that the next
RIS reflects their needs.
3M25 to Solent (A3 and M3) Route Strategy
Experienced Second largest
Route impacted Largest problem
problems % problem
61% M25 to Solent
58% London Orbital and M23 to Gatwick
50% South Coast Central
46% Solent to Midlands
44% East of England
43% Birmingham to Exeter
41% South West Peninsula
41% North and East Midlands
40% London to Scotland East
40% South Pennines
39% Kent Corridor to M25
37% London to Scotland West
32% Midlands to Wales and Gloucestershire
30% Felixstowe to Midlands
30% South Midlands
28% London to Leeds
27% London to Wales
17% North Pennines
Delays caused Roads busy/
Congestion/
Roadworks by accidents/ high volume
traffic queuing
roads closed of traffic
Table 1.1 - Transport Focus summary
4Highways England
2. The route
The M25 to Solent route connects the south-coast port cities of
Southampton and Portsmouth to south-west London and Heathrow
Airport, and serves numerous urban centres that are identified as focal
points for economic growth. It comprises the parallel M3 and A3/A3(M)
corridors running through Hampshire and Surrey from inside the M25
London Orbital to the M27 in the Solent sub-region, passing through the
South Downs National Park.
The route caters for traffic between the
M25 London Orbital and the Solent sub-
region and serves international gateways KEY
with Heathrow to the north and the Port M25 to Solent (A3 and M3) route
of Southampton, Southampton Airport SRN
and Portsmouth International Port to the
south, as well as TAG Farnborough Airport
in the Blackwater Valley in Hampshire.
The M3 is about 59 miles long and is
dual 3-lane motorway for most of its
length, with the exception of a 2-lane
section between junctions 8 (A303) and
9 (A34). The M3 connects the A34 to
the M27 for the Solent to Midlands route
and is designated as a part of the Trans-
European Network-Transport (TEN-T),
which follows the M25 to Solent route
from Southampton to London. It also
connects with the A303 at junction 8,
forming the eastern end of the South
West Peninsula route.
The A3 is approximately 67 miles long
and for much of its length is classified
as a trunk road. It connects to the M25
and at the southern end it forms the
A3(M) connecting to the A27 north
of Portsmouth.
The A3 and M3 are connected by the A31
between Guildford and Winchester (M3
Reproduced using Ordnance Survey data © Crown Copyright 2016
junctions 9–10) and Farnborough (M3
junction 4 via the A331 Blackwater Valley),
Figure 2.1 - Route overview map
5M25 to Solent (A3 and M3) Route Strategy
providing alternative non-SRN routes.
Some sections of the route currently work well (based
on average speed and delay incurred), including the M3
between Farnborough and Basingstoke, A3 south of
Milford and the A3(M) south of the South Downs National
Park. However, congestion persists on the northern
section of the M3 between the M25 and Blackwater
Valley, the southern section of the M3 between
Basingstoke and Southampton, the A3 at Guildford and
on the approach to the M25.
The route links manufacturing centres to the north and
London with south-coast ports, and as a result there is a
significant proportion of goods vehicle traffic. The route
is especially popular for all road users during summer
months, highlighting its importance as a gateway to the
south coast via the M27/A31 at Southampton, and the
South West via the A303 south of Basingstoke.
The Solent local enterprise partnership (LEP) Strategic
Economic Plan (2014) details the creation of an additional
15,500 new jobs and 24,000 new homes in the Solent
by 2020. The Enterprise M3 LEP Strategic Economic
Plan (2014) details the provision of 11,500 new homes
and 30,700 new jobs by 2020. Focal areas for growth
include the urban centres of Guildford, Basingstoke
and Winchester. Further growth is expected along the
Blackwater Valley, and at Woking, Whitehill and Bordon
‘eco-town’ and Eastleigh, where associated traffic joins
the route. There are nationally
Sections of the route are currently being upgraded to important gateways at
smart motorway, with all-lane running between M3
junctions 2 and 4a covering the M25 to the A327 south of either end of the route,
the Blackwater Valley, scheduled for completion in 2017.
with seaports and airports
in the Solent to the south
and Heathrow Airport to
the north
6Highways England
© Crown copyright and database rights 2013 Ordnance Survey 100030649 – N130328
Newcastle upon Tyne
Liverpool Manchester
Norwich
Birmingham
London
Exeter
South Coast Central route
Port
Airport
KEY
Junction number
South Coast Central route
Port
Airport
Figure 1Junction number
M25 to Solent
Blue sections are motorways
Red sections are all-purpose trunk roads
(A3 and M3)
Route-based strategy
overview map
Figure 2.2 - Route Strategy overview map
78
Highways England
3. Current constraints and challenges
This chapter outlines the emerging
issues raised by stakeholders and More free-flowing network
is supplemented by Highways
Congestion is an issue on many sections of the route,
England information. particularly on the approaches to the M25 and M3,
which are amongst some of the most heavily congested
The following text and figures within this chapter provide sections of the SRN. Congestion is also an issue on the
a summary of the information collected and applied to A3 on the approach to the M25 and through the urban
our strategic themes. centre of Guildford.
The northern section of the M3 at junctions 2 to 4a is
used by more than 130,000 vehicles a day and sees
A safe and higher than normal levels of congestion during weekday
serviceable network peak periods, with knock-on effects on the local road
network. This section of the M3 is currently being
upgraded to smart motorway, with estimated completion
There are concentrations of safety issues at various during 2017. This will deliver technology and all-lane
points on the M25 to Solent route, particularly on running in order to increase capacity, help make journey
▪▪ the A3 around Guildford times more reliable, and relieve congestion while also
maintaining safety levels.
▪▪ the M25 junction 10
▪▪ the M3 junction 9 On the southern section of the M3, junction 9, which
connects routes between the Solent and the Midlands
There is also a lack of technology to guide drivers on experiences a high level of congestion, partly caused
the route on the A3 and on the M3 between junctions by the high proportion of heavy goods vehicles (HGVs)
4a to 9. This affects the ability of the route to cope with travelling between the M27, M3 and A34. Congestion
incidents when accidents occur, however minor. The A3 between Winchester and Southampton can be
is also not on the core routes patrolled by the Highways exacerbated by seasonal travel.
England Traffic Officer Service.
On the A3, capacity issues are concentrated at Guildford,
Some operational resilience is provided by virtue of the which drops from 3 to 2 lanes between the A31 and the
A3 and M3 connecting via the A31/A331 from Guildford A320, and north of Send on the approaches to the M25
to Blackwater Valley to the east and Winchester to the at junction 10. These are particularly predominant during
south. However, this can lead to issues occurring on local weekday peak periods. Further south, there is some
roads as a result. localised congestion experienced on the A3 between the
A325 and A272 caused by the A3 Ham Barn roundabout
which remains the only at-grade roundabout on the A3
between London and Portsmouth.
9M25 to Solent (A3 and M3) Route Strategy
Supporting economic
An improved environment
growth
The route is a critical strategic road link between the The route passes through both urban and rural
south-coast ports and the rest of the country. It is environments that present a number of different
therefore significant for the national economy, and environmental challenges, most notably:
provides local access to a number of urban centres on
the route that are focal points for regional economic ▪▪ A large section of the A3 from the south of Liphook
growth ambitions. to the A3(M) and the M3 south of Winchester
passes through the South Downs National Park.
The evidence base identifies a large number of current and This includes junction 9 of the M3, which is located
proposed development opportunities. There are a number between high-quality landscape areas within the
of economic opportunity areas very near to, and directly Itchen Valley, South Downs and at Twyford Down.
impacted by, the performance of the route. These include:
▪▪ The M3 runs adjacent to numerous other SSSIs,
▪▪ the international gateway at Southampton Port notably to the north, where it passes through
▪▪ proposed housing east of Southampton on the M27 Runnymede and Surrey Heath. Much of the A3 is
corridor, notably in and around Botley and Fareham also close to SSSI sites within the South Downs
▪▪ mixed employment development at Eastleigh and National Park and between Milford and Liphook.
Southampton Airport in the Solent ▪▪ There are a number of Noise Important Areas (NIAs)
on the route through urban areas, notably along
Further north there is also growth potential arising the A3 at Guildford, A3(M) at Horndean and Havant
from proposals for a ‘sci-tech corridor’ comprising and along the M3 at Surrey Heath, Basingstoke,
Farnborough, Guildford, Aldershot and other Winchester and Eastleigh. Parts of Surrey Heath
growing towns. and Eastleigh are also identified as Air Quality
Future growth is also identified around the urban centres Management Areas (AQMAs).
of Winchester and Basingstoke. The Farnborough Growth ▪▪ There are locations susceptible to flooding because
Package is being developed by Hampshire County Council, of road drainage capacity issues. The A335
Surrey County Council, Bracknell Forest Council and other underpass (by Monks Brook) of the M3 at junction
transport delivery partners, including Highways England. 13 is notable, and other flood warning areas include
the M3 at junction 11, and between junctions 8 and
Housing on the route is expected to increase by 22%
9, and 2 and 3. The A3 at Guildford is also notable
between 2016 and 2025. New developments include:
as a flood warning area between the junctions of the
▪▪ Blackwell Farm A3100 and A320 at Riverside Park.
▪▪ Slyfield
▪▪ Gosdon Hill Farm A more accessible and
▪▪ Wisley integrated network
Further residential growth is planned in Whitehill and
Bordon ‘eco-town’, Manydown, Aldershot Urban Locations where walking and cycling can be most
Extension, Dunsfold Park and Woking, with the bulk of affected include the M3 at junctions 5 and 9 and Twyford
current growth having an impact on the A3 in Guildford. Gap to the south of Winchester.
Strategic traffic and local traffic compete for road space On the A3 issues that affect walking and cycling have
across much of the route, which has a significant been identified at Guildford and between Liphook
impact on the economies of adjacent towns and and Petersfield.
local businesses and their access to the SRN. This is The evidence review also highlights locations where
particularly prevalent on: consultees see opportunities to open up new
▪▪ the northern and southern sections of the M3 on the points of access to the SRN. This could include
approaches to the M27 and M25 alterations to existing junctions or the need to provide
▪▪ at junction 9 of the M3, which both locally serves additional junctions.
Winchester and connects with the Solent to
Midlands route
Growth in and around Guildford also relies on the A3
which plays a vital role in connecting its urban centre and
provides a network for strategic journeys to other regional
economic hubs.
10Highways England
M25 to Solent (A3 and M3) - Route Strategy: Map 1 of 2
M25
3
M
12
A34 2
A3
M
25
3
10
Limited facilities for NMUs
3
4
M
Basingstoke 5 4a
Aldershot M25
Traffic weaving and
6
Dorking
safety issues at the SRN access issues in area
3
Guildford
M
M3/A303 junction 7 of high development growth
A3
A303 8
London
A34
Gatwick
Excessive noise
Crawley
Limited opportunities to provide direct customer information
Junction capacity issues
Winchester 9 Limited facilities for NMUs
Junction capacity issues
Future capacity issues due to development growth KEY
St Catherine's Hill ecological issues
11
A3
3
Supporting economic growth
M
Excessive noise
12 Free-flowing network
13 A335 flooding under M3 Safe and serviceable network
Southampton Improved environment
M27 14
Airport
Accessible and integrated network
Southampton 1
A3(M)
M
27
Figure 3.1 - Key challenges for the route
11M25 to Solent (A3 and M3) Route Strategy
M25 to Solent (A3 and M3) - Route Strategy: Map 2 of 2
M
25
A3
3
M
Limited facilities for NMUs
A34 Capacity issues 10 Junction capacity issues
Safety issues
3
M
Limited facilities for NMUs Wisley
Excessive noise
Basingstoke Ockham
Aldershot Truck layby M25
A3
capacity issues
Dorking
Guildford
A303 8
London
A34
3 Gatwick
M
SRN access issues in area of
high development growth
Crawley
Limited facilities for NMUs Limited opportunity to provide
Winchester 9 Liphook direct customer information
A3
KEY
Petersfield Ham Barn junction
capacity issues
Supporting economic growth
Free-flowing network
Southampton Safe and serviceable network
M27 14 Airport
Improved environment
Southampton 1
Accessible and integrated network
M
A3(M)
27
Southampton
A27
5 A27
Portsmouth
Figure 3.2 - Key challenges for the route
12Highways England
Diversionary Routes
An essential facet of a resilient road network
is the ability to effectively divert traffic away
from closed carriageways in the event of an
unplanned incident. The map indicates the
diversionary routes that currently exist on
this route and that have been agreed with
the local road network operator. However, it
should be noted that the provision of these
routes is dependent upon the nature of the
incident and the suitability and availability of
the surrounding network. In some instances,
the diversion route may not be suitable for
KEY HGV traffic or might not be available due to
events on the local road network. A review is
currently underway to improve the quality and
Route coverage of these routes, and to improve the
traffic management procedures that are relied
Diversion road network via local road
upon to implement these routes in the event of
Strategic road network a carriageway closure.
Figure 3.3 - M25 to Solent (A3 and M3) diversionary routes
13M25 to Solent (A3 and M3) Route Strategy
Maintaining the strategic road network
We carry out routine maintenance and renewal of
roads, structures and technology to keep the network
safe, serviceable and reliable. We also ensure that our
contractors deliver a high level of service on the SRN
to support operational performance and the long-term
integrity of the asset.
The heavy year-round use of all our routes means that
they require regular maintenance and inspection for
repairs to keep them fully operational, in order to support
economic growth. Our maintenance regime focuses
on 4 key aspects of the routes: road surfaces, bridges
and structures, drainage and earthworks. The summary
condition of each on this route is set out below:
Road surface
The surface condition across the route is considered to
be sound or having some deterioration with less than
0.5% having severe deterioration that would require
focused investigation.
Bridges and structures Future developments
The structures across the route are mostly in very good We have taken steps to transform our approach to
or good condition. According to an analysis of current maintenance by establishing an asset management
data, fewer than 2% of our structures are in poor or very programme that develops and implements the Asset
poor condition. Management Framework for Highways England.
Drainage The framework aligns strategic objectives with regional
Drainage assets are represented by both linear assets (for asset management plans and lifecycle asset management
example pipes, channels, ditches, drains) and non-linear plans. It also includes the analysis required to plan the
assets (for example gullies, chambers). Across the route, investment and expenditure on the strategic road network
drainage assets are considered to be in good condition during the next road period, developing the business
for linear assets and very good condition for non-linear case options for capital renewals. It will provide a clear
assets. Of those assets inspected, 75% of linear assets articulation of the total value that will be delivered by
have been assessed as having no defects or only investment in RIS2, including the costs and benefits of
superficial defects, while over 80% of non-linear assets delivering the capital renewals programme.
fall in the same categories.
Operations
Earthworks We are establishing a nationally consistent approach to
The geotechnical earthworks across the route are the management of our operational capability through
considered to be in very good condition with the total our Operational Excellence change programme. This will
length of earthworks that require further investigation deepen our understanding of how our interventions impact
amounting to less than 4%. on the performance of the network and on the journeys of
our customers. We are using the latest analytical software
New assets have an operational ‘life’, during which, to process traffic data and gain insight into:
under normal conditions and maintenance, the risk of
failure is expected to be low. Beyond this period, the ▪▪ how our operational services can improve safety
risk of asset failure is expected to increase, although for and provide security to road users
many types of asset the risk of failure remains low and ▪▪ how the attendance of a traffic officer has an impact
we do not routinely replace assets solely because they on incident durations
are older than their expected operational life. We use a ▪▪ how information provided by Highways England
combination of more regular maintenance and inspection, can benefit road users who plan their journeys
along with a risk-based approach to ensure that assets beforehand and then while on their journeys
remain safe while achieving value for money from our
maintenance and renewal activities. By better understanding our current operational
performance, we can create a baseline from which we
can identify opportunities for improvement.
14Highways England
4. Current investment
plans and growth potential
Investment in the strategic road ▪▪ commercial development – an assessment of the
relationship between the main property sectors and
network can make areas more the SRN
attractive for inward investment, ▪▪ international gateways – a review of principal
international gateways (ports and airports) and their
unlock new sites for employment and contribution to the economy
housing and facilitate regeneration. ▪▪ socio-economic analysis and future forecasts –
mapping of socio-economic data (population,
deprivation and employment) and sectoral forecasts
From servicing the UK’s logistics needs, linking our up to 2030. This included identification of the likely
manufacturing heartlands and connecting to our growth forecasts for all sectors with a particular focus
international gateways, supporting services-driven activity on those sectors heavily dependent on the SRN
in high-growth towns and cities, to meeting the needs
of our visitor economy, the SRN is critically important to The Road to Growth sets out our evidence findings to
servicing the UK economy. date and the steps we will take to enhance our enabling
role in supporting economic growth.
Economic context
Highways England has been working with a wide range
Innovation
of stakeholders to develop a strategic economic growth In April 2016, we published our Innovation, Technology
plan, which we are calling The Road to Growth. This plan and Research Strategy which set out how Highways
explores the economic role of the strategic road network, England will use pioneering behaviours to help support
and aims to explain how we will further increase our our strategic objectives and create value for customers
contribution to the UK economy. As part of the evidence and stakeholders.
base for The Road to Growth, over 400 economic
The £150 million Innovation Designated Fund was
hotspots – or economic opportunity areas (EOAs) –
established to support innovative capital projects and to
around the SRN have been identified in consultation with
support developing the use of emerging technologies,
Local Enterprise Partnerships (LEPs). The figures in this
new materials and ways of working.
chapter highlight the EOAs which most closely align and
are supported by the route.
Investment plans
To inform the development of The Road to Growth and
assess the relationship between the SRN and economic The following figures show the location of Highways
growth, a suite of evidence reports were completed. England major improvement projects which have
These reports were published alongside The Road to previously been announced to help tackle some of the
Growth discussion paper and were subject to public issues on the network. The Highways England website
consultation from November 2016 to January 2017. and delivery plan updates should be consulted for the
Alongside the engagement we have undertaken with latest information.
all LEPs across England, the following evidence reports The figures also show strategic studies which have
have ensured we have a more comprehensive economic been progressed during RIS1, innovation projects and
evidence base and a better understanding of future economic opportunity areas.
challenges and opportunities:
▪▪ economic growth and the SRN – an evidence review
of the relationship between transport investment and
economic growth
15M25 to Solent (A3 and M3) Route Strategy
M25 to Solent (A3 and M3) - Route Strategy: Map 1 of 2
M25 Heathrow
3
M
12
M25 south-west
2 quadrant
M3 junctions 2–4A
M25 J10–11 strategic study
A3
3
M
25
10
East Surrey
3
4 M25 strategic
M
corridor
5 4a
Basingstoke M25
6 Aldershot Dorking
3
M
7 Guildford
A3
A303 8 Gatwick
KEY London
A34
Gatwick
Highways England
major improvement project
Innovation
M3 junction 9 improvement Strategic study
Winchester 9
M3 junctions 10–11 improved sliproads Economic opportunity areas
M3 junctions 9–14 Housing and mixed use
11
A3
Mixed employment cluster
3
M
12 Urban centre
M3 junctions 12–14
Eastleigh and airport
improved sliproads
13 International gateway
Southampton Industrial
M27 14 airport
M27
Research and technology
Southampton 1
Energy
Southampton and
Marchwood ports A3(M) Intermodal transport hub
M
27
Logistics
Figure 4.1 - Investment plans and economic opportunity areas
16Highways England
M25 to Solent (A3 and M3) - Route Strategy: Map 2 of 2 Heathrow
M
25
A3
3
M
M25 J10–11
10
M25 south-west
3
M
quadrant strategic
study
Basingstoke
Aldershot M25
A3
Dorking East Surrey
Basingstoke M25 strategic
A34 Guildford corridor
A303 8 A3 Guildford
London
Gatwick
A34
3
KEY
M
Gatwick
Highways England
Crawley major improvement project
Innovation
Winchester 9 Strategic study
Economic opportunity areas
A3
Housing and mixed use
Mixed employment cluster
Eastleigh and airport Urban centre
International gateway
Southampton
M27 14 airport Industrial
Southampton 1 Research and technology
M27 Energy
M
A3(M)
27
Southampton Brighton and Hove Intermodal transport hub
Southampton and Coastal corridor
Marchwood ports Logistics
A27
5 A27
Portsmouth (port)
Solent enterprise zone
Portsmouth
Figure 4.2 - Investment plans and economic opportunity areas
1718
Highways England
5. Future challenges and opportunities
Route Strategies have identified study areas on the strategic road network
which require further investigation of the issues raised by stakeholders and
identified through Highways England intelligence. These study areas will
now be assessed further as part of our development for RIS2.
Note: The map presents the extent of study
areas within the route. Colours/shading are
for presentational purposes only and no
prioritisation has been considered at this stage. M25
12
A34 2
A3
3
22
M
A3
M3 Farnborough to M25
3 Wisley
10
A2
4
47
Basingstoke 5 4a
A3
31
Aldershot M25
A3
A2
6
47
Dorking
3
M
7 Guildford
A31
A303 8
Guildford to Ripley
North Winchester London
A34
3
to Farnborough Gatwick
M
A3
Crawley
25
A3
Winchester 9
A31
Petersfield to Liphook
11
3
M
M3 Southampton to
A2
Eastleigh 12 South Winchester
72
13
Southampton
M27 14 Airport
Southampton 1
M
A3(M)
27
Southampton
Havant
A27
12 5 A27
Portsmouth
Figure 5.1 - Map of all study areas
194
47
Basingstoke 5 4a
A3
M25 to Solent (A3 and M3) Route Strategy
31
Aldershot
A3
A2
6
47
3
M
7 Guildford
A31
A303 8
M3 Southampton to South Winchester
A34
3
M
A3
▪▪
25
Proximity to the ports leads to a high proportion of
goods traffic. This, combined with local traffic, results in
congestion issues.
▪▪ RIS1 smart motorway improvements will add capacity
A3
Winchester 9 on the M3 between junctions 9 and 14. Supplemented
A31 by slip enhancements at junctions 11–10 and an
additional lane of traffic between junctions 13 and 12,
11
this will improve traffic flow in this study area.
3
M
▪▪ There is an opportunity to further engage with rail
A2
Eastleigh 12
72
providers over rail enhancements, to offer alternative
13 modes of goods transportation between the Midlands
Southampton and the ports.
M27 14 Airport
Southampton 1
M
A3(M)
27
Southampton
Havant
M27
12 5
Portsmouth
M3 Farnborough to M25
M25
▪▪ The study area suffers from significant levels of
congestion and as a result M3 junctions 2 to 4 are
currently being upgraded to smart motorway.
12
2
▪▪ The route passes through SSSIs in Surrey Heath
and an opportunity has been identified to address
A3
3
22
M
existing concerns for drainage and pollution and
A3
filtration systems on this section of the route.
3 Wisley
▪▪ Adjoining the M3 at junction 3, the A322 links
10 Bracknell, Wokingham and via the A329(M)
provides an important and direct sub-SRN
A2
4
47
connection between the M3 and M4.
4a
A3
31
Aldershot M25
A3
A2
47
Dorking
Guildford
A31
London
Gatwick
A3
Crawley
25
A3
20Highways
M25 England
12
A34 2
A3
3
22
M
M3 North Winchester to Farnborough 3 Wisley
10
A2
4
47
Basingstoke 5 4a
A3
31
Aldershot
A3
A2
6
47
3
M
7 Guildford
A31
8
A34
3
M
A3
25
Winchester 9 A3
A31
11
▪▪
3
Substantial growth is expected in Basingstoke which will affect demand for M3
M
Eastleigh junctions 6 and 7.
A2
12
72
▪▪ 13 RIS improvements to M3 junction 9 will provide free movements from the A34
to the M3 that is seen as a barrier to future growth, and will seek to improve
Southampton
14 capacity and safety issues at the junction. Improvements should also provide
Airport
strategic connectivity for traffic routing to/from the south coast, notably for freight
Southamptonfrom the ports. 1
▪▪ The study area is generally seen to perform well from M3 junctions 4a to 7, and
M
A3(M)
recent improvements have been delivered to the Black Dam roundabout that will
27
Southampton
assist movement of traffic coming off the SRN at M3Havant
junction 6.
▪▪ The M3 junctions 7 and 8 between Basingstoke and the A303 present seasonal M27
capacity and safety challenges. 12 5
▪▪ There is a lack of technology to inform and influence road users, and this section
will fall between 2 smart motorway schemes.
Portsmouth
21M25 to Solent (A3 and M3) Route Strategy
M25
A3 Guildford to Ripley
12
2
A3
3
22
M
▪▪
A3
Additional traffic joins the A3 from the A31 Hog’s Back,
3 Wisley making this section a hotspot for both network capacity
10 and safety issues.
▪▪ Multi-modal schemes have been identified including
A2
4
47
rail capacity schemes (Network Rail) and Sustainable
4a Transport Movement Corridor (Guildford Borough
A3
Council) that
M25would reduce demand and improve
31
Aldershot M25 of the A3 corridor through the
A3
conditions for all users
A2
47
Dorkingextent of Guildford.
urban
Guildford
A31 ▪▪ Opportunities
12 have also been identified to the north of
2
Guildford for including enhanced capacity of truck laybys
A3
3
22
M
at Ripley and the introduction of north-facing slips at the
A3
A3/A247 at Ripley to support local plan aspirations and
3 Wisley
London
relieve some pressure on local roads accessing the A3
Gatwick
at Guildford. 10
A2
4 Crawley
47
Basingstoke 5 4a
A3
31
Aldershot M25
A3
A2
3 A3
6
47
Dorking
M
7 Guildford
A31
8 Petersfield to Liphook
27
▪▪ Ham Barn roundabout, at the A3/B3006 junction, is the
London
2
Gatwick
only at-grade roundabout on the A3 outside London,
which means that sees some localised congestion
A3
Crawley
25
issues that make it a network pinch point.
A3
M27
M27
A2
72
1
A3(M)
Havant
M27
12 5 M27
Portsmouth
22Highways England
6. Next steps
Our findings from this and other In the decision phase, the consultation feedback will
assist the Department for Transport in developing RIS2.
Route Strategies, as well as other In turn we will develop a Strategic Business Plan (SBP)
setting out how we will deliver RIS2 as a business.
research, will inform our first Strategic Both the RIS and SBP will be reviewed by the regulator
Road Network Initial Report which of roads, the Office of Rail and Road, to ensure that
we have made the most efficient decisions. The final
is to be published later this year. documents are to be published in 2019.
This will form the basis of a public
consultation, which in turn will feed
▪▪Strategic Studies
into decision-making on the next Research ▪▪Route Strategies
Road Investment Strategy (RIS2). ▪▪Highways England produces
(2015-18) Strategic Road Network Initial
Report on the state of the network
We are looking ahead to the next RIS and how we can
support the Secretary of State in ensuring that value for Evidence used
money investments are made in the road network. The in drafting RIS2
process for developing RIS2 is set out in our licence, and
is in 3 phases: research, decision and mobilisation.
▪▪Department for Transport produces
We are currently in the first phase – research phase Road Investment Strategy
– where we are gathering wide-ranging evidence on Decision ▪▪Highways England produces
Strategic Business Plan
the state of the network and how we can ensure that (2018-19) ▪▪Office of Rail and Road reviews the
improvements have maximum impact. The series of efficiency of both
Route Strategies, of which this is one, is an important
part of this phase alongside the outcomes of strategic
studies which looked at particularly complicated RIS2 finalised
and published
problems on parts of the network and how to tackle
them. Another key source of evidence is the Strategic
Economic Growth Plan (The Road to Growth), which
examines where and how the SRN can help support
economic growth. This will emphasise that sectors Mobilisation ▪▪Highways England produces
the Delivery Plan
dependent on the road network employ 7.4 million (2020)
people, that we are already doing a great deal to support
growth and that we want to do even more.
Now that this series of Route Strategies is published, we 1 April 2020 - Road
will continue our engagement with stakeholders, including Period 2 begins
other transport providers and authorities, on how best
to address problems and maximise opportunities. For
example, in working towards seamless end-to-end Delivery (post 2020)
journeys for our customers, we will be focussing on how
the strategic road network links with local roads and Figure 6.1 - RIS2 high-level process
other modes of transport.
Findings from the research phase will feed into Highways
England’s Strategic Road Network Initial Report,
expected to be published later this year, which will outline
Highways England’s ambitions for the network across
2020–2025 and beyond. The Initial Report will be the
subject of public consultation.
23M25 to Solent (A3 and M3) Route Strategy
In the final mobilisation phase, we will set out a
Delivery Plan with a detailed programme of investment
to be carried out in 2020 to 2025 on the basis of the
commitments in RIS2.
Continued investment in modernisation, maintenance and
operation will further improve the road network on top of
the measures and schemes currently being undertaken,
and will allow us to further support users of the strategic
road network and the UK’s economy. The rigorous
process of developing RIS2 should ensure that the best
use is made of taxpayers’ money and that investments
have the maximum impact.
The views and perspectives of different stakeholders,
including motorists, are important to us. Stakeholders may
also wish to contact one of the partner organisations. For
example, stakeholders can keep up to date with Transport
Focus’ work, by signing up to their monthly electronic
newsletter Road User Voice. Alternatively, stakeholders
may prefer to make their views known through one of the
many organisations involved in RIS2. They include the AA,
RAC, RAC Foundation, Road Haulage Association, Freight
Transport Association, Campaign for Better Transport,
Confederation of British Industry and many others.
We will provide information about the process
and emerging findings at events for representative
organisations in spring 2017. At the same time, we are
developing the dialogue with emerging SNTBs, local
government, LEPs, business groups and environmental
organisations. We want to align our analysis, and
eventually our decision-making, with that of other
organisations, so that we can maximise the benefit
of investment, for example focusing on improving the
interconnectivity between different modes and between
the strategic and local road networks. This should lead
to a richer discussion during public consultation on the
Strategic Road Network Initial Report.
2425
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