Midlands to Wales and Gloucestershire - Route Strategy March 2017
←
→
Page content transcription
If your browser does not render page correctly, please read the page content below
Midlands to Wales
and Gloucestershire
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 Midlands to Wales
and Gloucestershire 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.
12Midlands to Wales and Gloucestershire 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 by
Stakeholder engagement 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 Completed interviews
understanding of the strategic road network, and identify 3,487 79%
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 9%
them. As well as information collated from a range of 206 5%
people within Highways England, more than 300 different 206 5%
stakeholder organisations provided important feedback
on the network during the evidence collection period.
Commuting 501 11%
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 1,367 31%
Leisure 2,457 56%
233
Leisure 2,457
Figure 1.4 - Driver sample breakdown 56%
354
250 fleet managers from a mix
Business of
250industries, size and
fleet managers regions
from a mix
Local authority of industries, size and regions
716
STBs/LEPs
Individuals
The research found that the Midlands to Wales and
Others Gloucestershire route was one of the highest rated of the routes,
1,233
166 with 80% of users rating their experience of the motorway
sections as either extremely good or fairly good, and 67%
giving the same rating to the A road sections, which form
most of the route. As Table 1.1 shows, 32% of users still
Figure 1.3 - External stakeholder responses experienced problems using the route, with congestion and
then high volume of traffic/roadworks jointly cited as the two
We are increasingly working with subnational transport main causes.
bodies (STBs), including Midlands Connect, England’s
Economic Heartland and Transport for the North, so we The full report has been published on Transport Focus’s
can ensure that their developing strategies and planning website www.transportfocus.org.uk/research-publications/
are integrated into our thinking (and vice versa). 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.
3Midlands to Wales and Gloucestershire 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
Midlands to Wales and
32% Gloucestershire
30% Felixstowe to Midlands
30% South Midlands
28% London to Leeds East
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 Midlands to Wales and Gloucestershire route provides important east–
west transport links between England and Wales while the A49 connects
these 2 corridors providing a north–south link through the Welsh Marches
parallel to the Welsh border.
The route is comprised mostly of trunk
roads with 2 complete motorways,
the M54 and M50. Strategic links from KEY
Herefordshire and Gloucestershire include Midlands to Wales and
the A40 into Wales and the A417/A419 Gloucestershire route
SRN
to the south. The A5/A483/A458 roads in
the north provide key access routes from
the A49 and M54 into Wales.
The route predominantly consists
of A roads, which are mostly single
carriageways with numerous side road
junctions and at-grade roundabouts
that provide local access to towns and
villages. It also includes 2 motorways,
the M50 towards the southern end of
the route, and the M54 in the north.
These motorways play an important role
supporting transport movements between
the Midlands and Wales. The route also
provides transport corridors between
south Gloucestershire, Birmingham and
Wales, linking several towns and cities
including Gloucester, Ross-on-Wye,
Hereford, Leominster and Shrewsbury.
The northern section of the route includes
stretches of the A5, A458 and A483,
which provide an important strategic
link between mid Wales, Shropshire and
the West Midlands. This supports local
traffic and employment journeys across Reproduced using Ordnance Survey data © Crown Copyright 2016
Shropshire, in addition to providing an
important tourist and leisure route to
mid and north Wales by carrying high Figure 2.1 - Route overview map
volumes of seasonal traffic. The A5 is also
an important road for freight traffic from
the Midlands accessing Holyhead port in
north Wales.
5Midlands to Wales and Gloucestershire Route Strategy
The A49 connects the English and Welsh borders and
south Wales to Herefordshire and Shropshire, and then
on to Cheshire and north Wales via the A5, A458 and
A483. The A49 is an alternative north–south corridor
to the longer motorway route via the M50, M5 and
M6 motorways. While the majority of traffic using the
A49 make local and inter-regional trips, there are still
significant long-distance traffic flows.
To the south of the M50, the A40 provides an additional
east–west corridor between Wales and Gloucester. East
of Gloucester, the route is linked by the A417 and A419
to Swindon and the M4 and the south-east.
The A40 is used for both long-distance travel and
commuter trips between Ross-on-Wye, Gloucester and
Cheltenham. This route is the first crossing point of the
River Severn north of Bristol and an attractive route to
those travelling into Wales via the M4 toll crossing. The
western stretch of the A40 is largely rural, whereas the
eastern section near Gloucester is more urbanised and
therefore has a greater proportion of short local journeys,
in addition to longer-distance strategic traffic. North of
Gloucester, where the A40 forms a bypass of the city, are
the only sections that are dual carriageway.
The A417 provides a link from Gloucester to Cirencester,
where it connects to the A419, which continues to the
M4 Junction 15 at Swindon. This is an alternative, shorter
route for traffic travelling from mid Wales and parts of
the Midlands in order to access London and the south
of England. The majority of the A417 and A419 is dual
The A417 and A419
carriageway, apart from the section around Birdlip, which
is single carriageway with at-grade junctions. The A417
trunk roads provide
and A419 trunk roads provide an important link between
the M5 and M4 motorways. It forms a strategic corridor
an important link
of predominantly dual carriageway between the Midlands
and the north and the south of England. This section of the
between the M5 and
route is maintained and operated on behalf of Highways
England as part of the private finance initiative under a
M4 motorways.
design, build, finance and operate (DBFO) contract.
6Highways England
© Crown copyright and database rights 2013 Ordnance Survey 100030649 – N130328
Newcastle upon Tyne
Liverpool Manchester
Norwich
Birmingham
London
Exeter
KEY
Midlands to Wales and
Gloucestershire route
Port
Airport
Junction number
Blue sections are motorways
Red sections are all-purpose trunk roads
Figure 2.2 - Route Strategy overview map
78
Highways England
3. Current constraints and challenges
This chapter outlines the emerging Operational issues affect parts of this route. The section
of the A40 crossing the Severn between Over and
issues raised by stakeholders and Highnam is prone to flooding and there is no planned
diversionary route.
is supplemented by Highways
England information.
More free-flowing network
The following text and figures within this chapter provide
a summary of the information collected and applied to
The majority of the route experiences capacity constraints,
our strategic themes.
which are likely to worsen in future. The congestion issues
can be in part attributed to single-width carriageways with
A safe and limited overtaking opportunities, which is exacerbated
by agricultural vehicles using the route and a rise in the
serviceable network number of HGVs.
There are concentrations of safety issues at various points Capacity constraints are particularly evident on the A49 and
on the route, with some sections being among the worst the A5, which experience unpredictable journey times due
performing within the SRN. to delays at several junctions and congestion through the
busier urban areas of Hereford, Shrewsbury, Leominster
The A49 is mostly single carriageway with limited overtaking and Telford. Journey times in Hereford city centre are
opportunities. Accident records show Hereford to be a worsened by the mix of local and through traffic and the
collision hotspot and this has been linked to congestion poor resilience caused by the single river crossing.
and conflicts between long-distance and local traffic. Level
crossings on the A49 in Shropshire are the subject of safety The most congested sections of the route include the
concerns, particularly crossings in Marshbrook, Craven junction of the A49 with the A5 (Bayston Hill roundabout),
Arms and Onibury. In order to accommodate an increase in and delays also occur both on the A5 mainline and at
rail demand, rail operators are planning to upgrade the level several roundabouts. The A5 route is seeing increased
crossings on and adjacent to the A49. This is likely to require freight movements from west Cheshire and north-east
the level crossings being closed while work is undertaken, Wales to mid Wales and the west Midlands via the M54,
which could result in temporary traffic congestion. which is contributing to an increase in congestion.
Concerns also exist regarding the safety of junctions on the The worst stretch of the A40 for congestion issues is
route, including the A5/A483 roundabout at Oswestry, the between Longford junction and Over junction to the
crossroads on the A5 between its junctions with the A458 north of Gloucester. The roundabouts at these junctions
and A483, the A5/B4397 junction, the A5/B4380 junction experience queuing that is particularly severe during peak
and the A44/A49 roundabout north of Leominster. periods. The A40 Longford roundabout is a critical point
where the A38, which is a major local route, and the A40
Currently, there is limited incident management capability intersect, and there is planned strategic growth in this area
on the A49, both in terms of the Traffic Officer Service and which will increase the need for capacity improvements
roadside technology. On average it takes more than 60 at this location. There is also an issue concerning right-
minutes to clear an incident on the A5, the longest time turning traffic queuing back onto the A40 at the A40/B4216
within the route. The lack of technology provision is due to junction in Huntley.
the limited power and telecommunications supply in the
predominantly rural locations. The A417 is susceptible to congestion, particularly towards
Birdlip, south of the A417/A436 roundabout. The A419
There are various locations along the A417 and A419 junctions to the north and east of Swindon, such as
that have been highlighted as having poor safety records. Blunsdon and the White Hart roundabout, are also prone
There are also safety concerns at junctions on the single to congestion.
carriageway section of the A40, where there are capacity
constraints and consequent congestion causes queuing
and stacking back at junctions. There are also a number
of crossings within the central reservation that increase the
risks of collisions.
9Midlands to Wales and Gloucestershire Route Strategy
Supporting economic
An improved environment
growth
The current capacity challenges focus on the major The route runs through or alongside a number of Areas of
towns and cities, which are also key centres for economic Outstanding Natural Beauty (AONBs). Towards the northern
growth. These include the M54 around Wolverhampton, section of the route, the A49 runs north–south through
the A5 around Shrewsbury and Oswestry, the A49 through the Shropshire Hills, and in the south it runs through the
Hereford and the A417 and A419 around Swindon and Wye Valley. Towards the south, the M50 runs along the
between Cowley and Brockworth. southern edge of the Malvern Hills and the A417 crosses
the Cotswolds.
Approximately 27,500 houses are expected to be built
across Shropshire within the 2006–2026 Shropshire Core A number of roads that make up this route are
Strategy timeframe, and more than 16,000 houses are predominantly rural with low population density; therefore
planned in Herefordshire during the 2011–2031 Core on roads such as the A5, traffic noise issues are low in
Strategy timeframe. These developments will increase traffic comparison to other routes. However, there are Noise
on the surrounding road network including the SRN. Important Areas on the A40 on the outskirts of Gloucester,
and noise concerns have been raised in Latton and Cerney
There are also plans to create more housing and
Wick on the A419.
employment sites in Ross-on-Wye and Hereford. Jobs will
be created within the Hereford Enterprise Zone, Skylon There are a number of designated Air Quality Management
Park, a new university and model farm employment site in Areas (AQMAs) along the route, including Hereford,
Ross-on-Wye. It is anticipated that additional road capacity Shropshire, Shrewsbury, Gloucester and Leominster. The
improvements will be required to support the economic anticipated increase in congestion on the route may worsen
growth over the medium to longer term (by 2021). air quality.
Hereford Enterprise Zone is important for development in The A5 from Oswestry to the Welsh border is located
the region but due to the existing congestion problems, adjacent to, or partly within, a number of conservation
there is currently a cap on development next to the designated sites including 4 Sites of Special Scientific
SRN until accessibility is improved. Without intervention, Interest, a Special Area of Conservation, a local nature
economic growth in the area may suffer. reserve and ancient and semi-natural woodland.
There is planned housing growth in Gloucestershire in the
Joint Core Strategy area which, would increase congestion A more accessible and
and delay on the A40. Economic growth may also be
constrained by congestion to the north of Gloucester on integrated network
the A40, in addition to a lack of resilience due to limited
crossing points of the River Severn, and accessibility to and Within the evidence, locations have been identified where
from the Forest of Dean employment centres. walking and cycling are most affected by the SRN. These
include the A483, which runs through the centre of the
Developments such as the New Eastern Villages urban
villages of Pant and Llanymynech, and is used by high
extension development on the M4 and A419 will create
levels of HGV traffic.
additional pressure on the Commonhead junction to the
south-east of Swindon. This development includes a spine The planned New Eastern Villages urban extension of
road connecting the A420 to the A419, a new employment Swindon will increase traffic on and across the A419, which
area and new housing with associated health, retail, separates the 2 areas. Measures will be needed to address
education and leisure facilities. the severance issues from the A419 for residents of the
new housing.
Around Gloucester, the SRN causes issues for non-
motorised users. Consultees highlighted a lack of cycling
infrastructure along the A40 between Highnam and
Churcham, west of the city, and issues with access to the
Forest of Dean. There is also a lack of pedestrian facilities
between the city centre and housing north of the A40.
10Highways England
Midlands to Wales and Gloucestershire - Route Strategy: Map 1 of 2
A5 Large amount of projected
new housing in Shropshire
Delay at roundabouts and
up to 2026
A5 mainline due to lack of
overtaking opportunities
Oswestry
Potential junction capacity issues
where A49 meets A5 with future
growth in the area Stafford
Time taken to clear incidents
A5
A483 is over 60 minutes on average
Shrewsbury
A458
M54
M
6
Significant level of through
traffic in Pant and Telford
Llanymynech, particularly a 2
high number of HGVs
Wolverhampton
M
6
No dedicated provision
for cyclists and limited for Dudley
pedestrians along A49
Shropshire Hills
A49
AONB
KEY Kidderminster
Supporting economic growth
Ludlow
Free-flowing network
Safe and serviceable network
Improved environment
Accessible and integrated network
A49
(see Map 2)
Figure 3.1 - Key challenges for the route
11Midlands to Wales and Gloucestershire Route Strategy
Midlands to Wales and Gloucestershire - Route Strategy: Map 2 of 2
(see Map 1)
A49
Congestion on A49 in Leominster
M5
KEY
Higher than average collision rate
Leominster along the A49 through Hereford
Supporting economic growth
A49
Worcester Free-flowing network
Lack of technology provision Safe and serviceable network
due to the predominantly rural
location leading to a limited power/ Improved environment
telecommunications supply
Accessible and integrated network
Large amount of projected
housing and development in and
around Hereford
Hereford
Ledbury
1
M50
A49
A46
Queues and congestion at and
between Longford and Over junctions
4 Flooding is an issue between A40
Over roundabout and Highnam
Lack of a cycle route on sections of
A40 and limited pedestrian facilities
49
A4
A40
Cheltenham
Ross-on-Wye
Gloucester South of Air Balloon junction there is
0
congestion both ways on the A417
A4
A4
Limited crossings of the River Severn:
17
traffic management challenges can occur when Cotswolds AONB
one of the Severn crossings is closed, or there
are incidents on the M5, putting pressure onto
the A40 as a diversionary route
Noise Important Areas
Cirencester
5
M
A4
19
New Eastern Villages urban
extension of Swindon separated
from the town by the A419
Expected growth from residential
and commercial developments
Swindon
M4 M4
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 HGV traffic or might not be
available due to events on the local
road network. A review is currently
underway to improve the quality
and coverage of these routes, and
to improve the traffic management
procedures that are relied upon to
implement these routes in the event
of a carriageway closure.
KEY
Route
Diversion road network via local road
Strategic road network
Contains Ordnance Survey Data © Crown Copyright and database right 2016
Figure 3.3 - Midlands to Wales and Gloucestershire diversionary routes
13Midlands to Wales and Gloucestershire 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 inspections for
repairs to keep them fully operational, in order to support
economic growth. Our maintenance regime focuses
on 4 key aspects of the routes: road surfaces, bridges
and structures, drainage and earthworks. The summary
condition of each on this route is set out below:
Road surface
The surface condition across the route is considered to
be sound or having some deterioration with less than
0.5% having severe deterioration that would require
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, less than 1% of our structures are in poor or very programme that develops and implements the Asset
poor condition. Management Framework for Highways England.
The framework aligns strategic objectives with regional
Drainage asset management plans and lifecycle asset management
Drainage assets are represented by both linear assets (for plans. It also includes the analysis required to plan the
example pipes, channels, ditches, drains) and non-linear investment and expenditure on the strategic road network
assets (for example gullies, chambers). Across the route, during the next road period, developing the business
drainage assets are considered to be in good condition case options for capital renewals. It will provide a clear
for both linear and non-linear assets. Of those assets articulation of the total value that will be delivered by
inspected, at least 75% of both the linear and non-linear investment in RIS2, including the costs and benefits of
assets have been assessed as having no defects or only delivering the capital renewals programme.
superficial defects.
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 fair condition, with the total length of our Operational Excellence change programme. This will
earthworks that require further investigation amounting to deepen our understanding of how our interventions impact
less than 2%. on the performance of the network and on the journeys of
New assets have an operational ‘life’, during which, our customers. We are using the latest analytical software
under normal conditions and maintenance, the risk of to process traffic data and gain insight into:
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
combination of more regular maintenance and inspection,
▪▪ how information provided by Highways England
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
15Midlands to Wales and Gloucestershire Route Strategy
Midlands to Wales and Gloucestershire - Route Strategy: Map 1 of 2
A5
Oswestry
Stafford
A5
A483
Shrewsbury A5 J12
A458
M54
M
6
KEY Telford 2
Wolverhampton
Highways England
M
major improvement project
6
i54 Enterprise Zone
Innovation
M54 to M6/M6 Toll link road Dudley
Strategic study
A49
Economic opportunity areas
Housing and mixed use
Mixed employment cluster
Urban centre Kidderminster
International gateway
Industrial Ludlow
Research and technology
Energy
Intermodal transport hub
Logistics
A49
Figure 4.1 - Investment plans and economic opportunity areas
16Highways England
Midlands to Wales and Gloucestershire - Route Strategy: Map 2 of 2
A49
KEY
Highways England
M5 major improvement project
Innovation
A49
Strategic study
Leominster
Economic opportunity areas
Housing and mixed use
Worcester
Mixed employment cluster
Urban centre
International gateway
Industrial
Research and technology
Hereford Energy
Ledbury
1 Intermodal transport hub
Hereford M50
Logistics
Enterprise
Zone A46
Tewkesbury
4
A4
9
49
A40 Cheltenham
A4
Ross-on-Wye
Gloucester Cheltenham-Gloucester
0
A4
A417 ‘missing link’ at
Air Balloon improvement
A4
17
Quedgeley
5
Cirencester
M
A4
Stroud Ecotricity
19
Berkeley
Swindon M4
Swindon
M4 M4
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.
A5
Note: The map presents the extent of study
Oswestry
areas within the route. Colours/shading are
for presentational purposes only and no
A5 Shrewsbury to Welsh Border Stafford prioritisation has been considered at this stage.
A5
A483
Shrewsbury
A458
Welshpool M54
M
6
Telford
2
Wolverhampton
M
6
Dudley
A49
A49 Shrewsbury to Ross-on-Wye
Kidderminster
Ludlow
M5
Leominster
Worcester
A49
Hereford 8
Ledbury
1
M50
A49
9 A46
4
49
A40 Gloucestershire
A4
A40 Cheltenham
11
0
Ross-on-Wye
A4
11A
Wales Monmouth
A4
17
A417/A419 Swindon to M5
5
Cirencester
M
Stroud
A4
19
Swindon
M4 15 M4
Bristol
Figure 5.1 - Map of all study areas
19Midlands to Wales and Gloucestershire Route Strategy
Stafford
A49 Shrewsbury to Ross-on-Wye
A5
▪▪ The A49 forms a key north–south route for local, inter-
Shrewsbury regional and long-distance traffic and its reliability is key
A458 to economic growth in the region, for tourism and for
M54 freight transport between north and south Wales.
▪▪ Hereford Enterprise Zone is important for development in
M
6
the region but has existing congestion problems. There
Telford
is currently a cap2 on development next to the SRN until
accessibility is improved.
Wolverhampton
▪▪ Large amounts of long-distance traffic mixes with
M
6
local traffic on sections of this route, especially
around Hereford.
Dudley
▪▪ There are safety issues on the A49 in Hereford and
safety concerns have been raised regarding the level
A49
crossings in the corridor.
▪▪ A third of the sections that make up this study area
are assessed as being among the worst performers in
Kidderminster
terms of road safety when compared with the rest of
the network.
▪▪ Increased traffic on the A49 may worsen air quality and
Ludlow noise issues.
M5
Leominster
Worcester
A49
Hereford 8
Ledbury
1
M50
A49
9 A46
4
49
A4
A40 Cheltenham
11
0
Ross-on-Wye
A4
11A
s Monmouth
A4
17
20
5
Cirencester
M2
Wolverhampton
M
Highways England
6
Dudley
A5 Shrewsbury to Welsh Border
ster
▪▪ Congestion across the study area is worsening and the
network is potentially reaching capacity. The increased
A5 congestion and constrained network may have a
negative impact on safety.
▪▪ New housing planned within Shropshire, particularly in
Oswestry Shrewsbury and Oswestry.
M5
▪▪ The ability to provide effective links to Wales also has a
Stafford in the
potential impact on economic growth, particularly
summer with a significant number of tourists travelling
through this route.
A5
A483
rcester
▪▪ There are potential environmental problems at Pant and
Shrewsbury Llanymynech should congestion and the number of
A458
Welshpool HGVs continueM54
to rise.
M
6
Telford
2
8 Wolverhampton
1
M
6
9 A46 Dudley
A49
A417/A419 Swindon to M5
40 Cheltenham ▪▪ Significant economic growth is forecast
for Swindon.
11 Kidderminster
11A
▪▪ Congestion and delay along the A417 and the
A419 is expected to increase.
Ludlow ▪▪ Increased congestion may cause traffic to
reroute onto narrow local roads.
▪▪
A4
There may be a worsening of safety due to the
17
extra traffic. M5
▪▪ There could be an increase in air pollution and
noise for homes in close proximity to the route.
Cirencester Leominster
oud
▪▪ There are severance issues along the A419.
Worcester
A4
19
A49
Swindon
Hereford 8
M4 15 M4 Ledbury
1
M50
A49
9 A46
4
49
A4
21
A40 CheltenhamMidlands to Wales and Gloucestershire Route Strategy
Worcester
A40 Gloucestershire
8 ▪▪ Infrastructure may constrain future development plans for
Ledbury this area.
1
M50 ▪▪ Levels of congestion and delay along this section of the
A40 will continue to increase, in particular on the areas of
9 A46
single carriageway.
4
▪▪ Increased congestion will cause traffic to reroute onto
narrow local roads; this is already occurring with HGVs
49
A4
using B roads.
A40 Cheltenham ▪▪ In terms of safety, there may be an increase in the number
11 of incidents due to increased traffic.
ss-on-Wye
11A ▪▪ Air pollution may worsen, particularly for homes in close
proximity to the A40.
▪▪ There may be an increase in noise for properties in close
proximity to the A40, and the number of areas affected
A4
may increase.
17
5
Cirencester
M
Stroud
A4
19
Swindon
M4 15 M4
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.
23Midlands to Wales and Gloucestershire 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 STBs, local
government, LEPs, business groups and environmental
organisations. We want to align our analysis, and
eventually our decision-making, with that of other
organisations, so that we can maximise the benefit
of investment, for example focusing on improving the
interconnectivity between different modes and between
the strategic and local road networks. This should lead
to a richer discussion during public consultation on the
Strategic Road Network Initial Report.
2425
If you need help accessing this or any other Highways England information,
please call 0300 123 5000 and we will help you.
© Crown copyright 2016.
You may re-use this information (not including logos)
free of charge in any format or medium, under the terms of the Open
Government Licence. To view this licence:
visit www.nationalarchives.gov.uk/doc/open-government-licence/
write to the Information Policy Team, The National Archives, Kew, London TW9 4DU,
or email psi@nationalarchives.gsi.gov.uk.
This document is also available on our website at www.gov.uk/highways
If you have any enquiries about this publication email info@highwaysengland.co.uk
or call 0300 123 5000*. Please quote the Highways England publications code PR222/16
Highways England Creative job number N160375
*Calls to 03 numbers cost no more than a national rate call to an 01 or 02 number and
must count towards any inclusive minutes in the same way as 01 and 02 calls.
These rules apply to calls from any type of line including mobile, BT, other fixed line or
payphone. Calls may be recorded or monitored.
Registered office Bridge House, 1 Walnut Tree Close, Guildford GU1 4LZ
Highways England Company Limited registered in England and Wales number 09346363You can also read
