Rail Trade Routes: key future capacity to gaps identifiedtransport by Network infrastructure Rail Planned improvements Britain’s Contents General transport infrastructure objectives Planned transport infrastructure enhancements by country Motorways and major trunk routes: England Motorways and major trunk routes: Scotland The UK Government and devolved administrations have made several announcements over the last 12 months concerning the enhancements to the capacity and capability of the UK’s major trunk road network and rail network. This develops their policies for the next public spending cycle, beyond 2014, largely on the principles recommended by the Eddington Transport Study and culminated in three key decisions on 15 January 2009. •
Third runway at Heathrow Airport
•
Formation of a new company to develop a second High Speed Railway line (High Speed 2)
•
Expansion of hard shoulder running on congested parts of the motorway network
The major Government transport policy statements are listed in the table on the right-hand side.
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1 3 4 9
Motorways and major trunk routes: Wales Rail enhancement schemes: England Rail enhancement schemes: Scotland Rail enhancement schemes: Wales
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11 13 19 29
Recent Government transport policy statements Eddington Transport Study
December 2006
Towards a Sustainable Transport System (TaSTS)
October 2007
Roads – Delivering choice and reliability
July 2008
Delivering a Sustainable Transport System (DaSTS)
November 2008
DaSTS: The Logistics Perspective
December 2008
Scottish Strategic Transport Projects Review
December 2008
Revised Trunk Road Forward Programme
December 2008
Britain’s Transport Infrastructure: • Motorways and Major Trunk Routes • Adding Capacity at Heathrow Airport • High Speed 2
January 2009
This briefing note identifies the particular parts of the UK road and rail network that will benefit from these improvements and when these will take place.
General transport infrastructure objectives Delivering a Sustainable Transport System (DaSTS) This document developed the Government’s thinking set out in its earlier statement, Towards a Sustainable Transport System (TaSTS), published in October 2007 which outlined DfT’s approach to longterm transport planning. In the interim, the economic environment has changed significantly with the onset of a recession triggered by the credit crisis. The Prime Minister announced in autumn 2008 that public expenditure on infrastructure projects would be brought forward in order to help stimulate the economy and the Secretary of State confirmed the Government’s commitment to long-term
transport planning and an acceleration of some schemes. DaSTS explains how DfT will action the recommendations made in TaSTS, by making better use of the existing network whilst developing a targeted programme of measures to improve capacity, reliability and safety. DfT is setting its policies under five main objectives focusing on the challenge of delivering strong economic growth, whilst at the same time reducing greenhouse gas emissions. This reflects the findings of the Eddington Transport Study.
The DaSTS objectives Competitiveness and productivity
Maximising the overall competitiveness and productivity of the national economy, so as to achieve a sustained high level of GDP growth.
Climate change
Reducing transport’s emissions of CO2 and other greenhouse gases, with the desired outcome of avoiding dangerous climate change.
Health, safety and security
Contributing to better health and longer life-expectancy through reducing the risk of death, injury or illness arising from transport, and promoting travel modes that are beneficial to health.
Equality of opportunity
Promoting greater equality of transport opportunity for all citizens, with the desired outcome of achieving a fairer society.
Quality of life
Improving quality of life for transport users and non-transport users, including through a healthy natural environment, with the desired outcome of improved well-being for all. FTA briefing note – Planned improvements to Britain’s transport infrastructure 1
The strategy illustrates the important contribution that transport infrastructure makes to the economy and targets actions to achieve measurable improvements in journey time reliability. Significantly this is industry’s key performance indicator for road and rail infrastructure. With the Government’s commitment to reduce greenhouse gas emissions by at least 80 per cent by 2050 compared to 1990 levels, the strategy stresses the urgency of action to reduce carbon dioxide emissions from transport. This was a guiding principle of the Stern Report on the economics of climate change published in October 2006, shortly before the Eddington Report. Stern highlights the sensitivity of economic growth to measures designed to tackle climate change. Therefore DfT rules out rationing transport demand to reduce carbon dioxide emissions by constraining the capacity of the transport networks, either for passengers or freight. The strategy highlights that some ports and airports are stretched to full capacity with landside congestion problems regularly encountered around these hubs. There is a need to develop good quality road and rail access to and from these hubs to ensure they operate at optimum efficiency. Fourteen priority transport corridors are identified that will be the focus for investment and other actions to improve capacity and reliability. Such plans will be ‘modally agnostic’ and will be developed following detailed analysis of the flows and types of journeys being made along these corridors. Whilst the transport corridors mapped in the DaSTS document focus on England, the flows that they capture have implications for Scotland and Wales. A map showing the strategic national corridors outlined by DfT can be found on page 3. Alongside the DaSTAS, a consultation was also published on planning for 2014 and beyond. DfT is seeking responses to the approach it is taking to long-term planning rather than specific policy measures. In particular the consultation builds on the five goals raised in its sister document noted previously, by focusing on the planning process challenges for each goal. The strategic network corridors in England which it identifies relate closely to FTA’s key road and rail trade routes. DfT is developing its policies through a multi-stage process. In July 2008 the Department published Roads – Delivering Choice and Reliability. The purpose of the document was to promote and inform the debate on how road capacity for both business and the public can be delivered in a sustainable and reliable way with measures such as hard shoulder running (HSR). This was coupled with a pledge to invest £6 billion to improve and make better use of England’s motorways and other key roads. The document included No
Corridor description
1
London to Kent ports
2
London to Gatwick
3
London to Southampton
4
South coast ports to the Midlands
5
London Orbital
6
London to the south west and south Wales
7
Bristol to the Midlands
8
London to the West Midlands, North Wales, North West and Scotland
9
Trans-Pennine
10
London to the East Midlands, Yorkshire, North East and Scotland
11
Haven ports to the Midlands
12
London to Haven ports
13
Stansted corridor
14
London to Thames Gateway ports
a set of challenges that Government needs to tackle under each of the above objectives. These identified long-standing concerns by FTA that affect transport demand and flows. For example, it is recognised that transport improvements will be needed to support and service the building of new housing and communities as part of the Government’s housing policy. The achievement of significant improvements in safety is also a key challenge. To help deliver the added pace and direction in the improvement of transport infrastructure, the Government established a National Networks Group in autumn 2008. The group is chaired by the Minister of State for Transport Lord Andrew Adonis and consists of the chief executives of the Highways Agency and Network Rail, together with representatives of the Treasury and other Government departments. The next stage will be to develop options to tackle the identified challenges and further statements will be issued during 2009.
DaSTS: The Logistics Perspective DfT published a supplementary paper to the main DaSTS document highlighting specific policies for freight and logistics. The document marks an important recognition of the distinctive issues and needs of freight transport and logistics in the economy and has been welcomed by FTA. The document sets out specific issues and priorities under each of the five main DaSTS objectives from a freight perspective, but there are nine particular commitments made that FTA believes are of strategic significance. 1
DfT wants to better understand the origins and destinations of the main freight flows in the country so as to inform its priorities and policies, especially in the development of National Planning Statements
2
A clear but unspecified commitment is made to ensure that the freight sector takes responsibility for achieving its share of carbon dioxide reductions
3
An unequivocal commitment is made that the needs and impacts of freight and logistics will be prominent decisions on priorities for national and international networks beyond 2014, the commencement of the next planning and spending cycle
4
DfT wants to develop a national reliability indicator for freight services on national networks
5
Port and airport operators are expected to monitor and improve journey experiences through gateways and distribution centres
6
DfT intends to play a greater, but as yet, unspecified leadership role on skills issues, working with Skills for Logistics and industry
7
The threat of increased penetration of the UK road transport market by foreign hauliers resulting from a relaxation of cabotage rules is explicitly acknowledged and the achievement of a good outcome from the negotiations currently underway in Brussels is a high priority
8
DfT is committed to better understanding the role and the dynamics of the use of vans in the economy, given their dramatic growth and contribution to emissions
9
DfT also wants to improve opportunities for modal transfer by working with companies or organisations that can facilitate such changes
The Secretary of State for Transport , Geoff Hoon MP made a major statement to the House of Commons on 15 January 2009. The principal decision announced was the Government’s authorisation for the expansion of Heathrow Airport by the building of a third runway and a sixth terminal. The statement also contained other important announcements concerning railways, motorways and the achievement of carbon dioxide targets.
2 FTA briefing note – Planned improvements to Britain’s transport infrastructure
M90 M9
Strategic national corridors
M90
M80 M9 M8
M80 M73
M77
M8
M74
A74(M)
Newcastle
Key M6
Tees and Hartlepool
A1(M)
Corridor description London to Kent ports
M6
London to Gatwick
A1(M) M6
London to Southampton
M55
South coast ports to the Midlands
Leeds
M621
M65
Londo Orbital
Manchester M1
M62
M53
M180
A1(M)
M67 M60 M60 M56
M62
Immingham and Grimsby
M181
M60
M58 Liverpool
London to the South West and South Wales
M18
M62
M66
Hull
M62 M62
M6 M61
Sheffield M1
M56 M6
Bristol to the Midlands Nottingham
London to the West Midlands, North Wales, North West and Scotland
M1
M6 M54
Trans-Pennine
M6
M42
TOLL
Birmingham M69 M6
London to the East Midlands, Yorkshire, North East and Scotland
M5 M42
M42 M40
M6
A1(M)
M1 M45
M5 M11
M1
Haven ports to the Midlands
M50
London to Haven ports
M5
M1
M40
M10
M5
M4
Stansted corridor
M4
M48 M4 M49 M5
London to Thames Gateway ports
A1(M)
M40 M32 M4
Bristol
M25
M25
M11
M1
London
M4 M4
A329(M)
M25
M25 M4
M25 M25
M3
Felixstowe and Harwich
M11
M25 M20 M26
Tilbury M2
Medway
M20
M23 M20
M3
Dover
M5
M5
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Southampton
M27
A3(M)
Portsmouth
Planned transport infrastructure enhancements by country DfT published Britain’s Transport Infrastructure, Motorway and Major Trunk Roads applying to England in January 2009. This document explains the way in which DfT will apply the ‘managed motorways’ concept across the strategic road network and confirms the schemes that will be taken forward, together with target completion dates and the required funding. There are minor changes to some of the announcements made in 2008 which may advance some schemes and delay others, however when the whole programme is completed it will provide over 520 additional lane miles to the national network (340 of those miles will be achieved by hard shoulder running). DfT concludes that a few schemes originally proposed for improvement in July 2008 as indiciated in Roads – Delivering Choice and Reliability are now considered to offer relatively poor value for money and so will not be taken further at the current time. These are: • • •
M1 j21a-23a, j35a-39 M56 j6-8 M5 j24a and M5 j2-M6 j8 (two sections around the Birmingham Box)
A major change of emphasis has been announced with several sections of motorway previously identified for widening now being identified for hard shoulder running (HSR) including sections of the M1, M62 near Leeds, the M60 near Manchester and in particular the M6 between junction 5 to 13 with HSR likely for the rest of the M6 between Birmingham and Manchester after 2015. There are strong indications in this document that show the Government is convinced that hard shoulder running can be safely applied in a number of areas across the country, not just as an alternative to widening but in conjunction with controlled
motorways. The experience of the M42 pilot indicates that controlled motorways provide a safer driving experience with encouragement for greater compliance due to the initiatives designed into the schemes. The M42 pilot only allowed for HSR between junctions. However, the document indicates that the design has been tested for HSR through junctions providing a continuous traffic lane. FTA has highlighted concerns in the past that through junction running is not tested as a system. With hgvs required to run in the nearside lanes, the access for traffic from junctions straight into hard shoulder running has the potential to slow speeds, which may place motorist in situations where the view onto the motorway is restricted by other traffic without the hard shoulder to provide a refuge in these circumstances. The High Occupancy Vehicle (HOV) lane scheme operating at junction 26 of the M62 from the M606 is deemed to be offering promising opportunities for HOVs and it is intended to extend the existing lane to the next junction (junction 27) of the M62, with consideration to looking at priority access to airports for HOVs. Extending the HOV lane on the M62 would seem to make sense, as a good deal of the peak traffic access at Bradford is destined for Leeds and would probably exit the motorway at junction 27. It could, however, be argued that if additional capacity was put in place anyway, without reserving the inside lane for HOVs, it would assist in relieving congestion overall instead of just for those who have the ability to carry more than one passenger. Maps showing the incremental improvements to the national road network as indicated in DfT’s Britain’s Transport Infrastructure, Motorway and Major Trunk Roads are on pages 5 to 8.
FTA briefing note – Planned improvements to Britain’s transport infrastructure 3
Motorways and major trunk routes: England Directory of England road infrastructure improvements Schemes under construction A1 Bramhan to Wetherby
M1 j25-8
M40 j15
A5117/A550
Hard shoulder running Scheme
Start
Birmingham Box (M6 j4–5), M40 and additional sections of the M42
End 2009
M1 j10–13 Luton and Milton Keynes
Spring 2010
M1 j32–35a east of Sheffield
Spring 2012
M1 j28–31 south of Sheffield with dedicated lane to M18
By 2015
M1 j39–42 around Wakefield
By 2015
M25 j5–7 (Kent/Surrey), j23–27 (Herts)
By 2015
M3 j2–4a west of London
By 2015
M4 j3–12 west of London
By 2015
M4 j19–20, M5 j15–17 around Bristol
By spring 2011
M6 j5–8 around Birmingham
By spring 2012
M6 j8a–10a north of Birmingham
Spring 2011
M6 j10a–13 north of Birmingham
By 2015
M60 j8–12 around Manchester
By spring 2012
M62 j18–20 Manchester
By spring 2012
M62 j25–30 Bradford to Leeds
By spring 2012
Widening Scheme
Start
A1 Dishforth and Barton
By spring 2011
M25 j16–23, j27–30
By spring 2011
A14 Ellington and Fen Ditton
By spring 2011
M60 j12–15 eastbound
By spring 2012
New junction improvements Scheme
Start
M1 j19 Catthorpe Interchange
By spring 2012
M20 j10a Ashford
By spring 2012
M25 j30 Essex
By 2015
A14 Kettering
By spring 2012
High Occupancy Vehicle lanes Extending existing lane to M62 j26–27 to be confirmed.
Long-term HSR roll-out The routes below were previously outlined for HSR before 2014, however any roll-out has now been delayed until after 2019. M1 j13–19 south of Rugby
M20 j3–5 Maidstone
M1 j24–25 Long Eaton
M23 j8–10 Gatwick
M3 j9–14 Southampton
M27 j4–11 Southampton
M5 j4a–6 south of Birmingham
M60 j24–27 and j1–4 Manchester
M6 j2–4 Birmingham and Coventry
M60 j12–18 Manchester
Remainder of M6 between Birmingham and Manchester
M62 j10–12 Manchester
M6 j21a–26 west of Manchester
4 FTA briefing note – Planned improvements to Britain’s transport infrastructure
England – Road schemes currently under construction
Hard shoulder running Widening Other motorway routes Other primary routes
A1
Newcastle Upon Tyne
Sunderland Sunderland A1(M)
A67 A66
A1
M6
A1(M)
Leeds M55
A1
Bradford
M65
M1
M60
Liverpool
M62
M180
Manchester Sheffield
M62
M53
M18
A1
M62
M6 M58
A1(M) M1
A5117 M56 M6
A550
Kingston Upon Hull
M62 M62
A1
Stoke-on-Trent
Nottingham
Derby M6 M54
M6
TOLL
M1 M42
Wolverhampton Birmingham
M5
Leicester Kettering
M1 M42
M42
M6
Coventry
A1(M)
A14
Leamington Spa
A14
A1
M5
Cambridge
M1
M50
M5
A1(M)
M40
M5
Cardiff
M4
M49
Bristol
M11
M25
M48 M4
Ipswich
Reading
M25
M4
LONDON
M25 M25
M3 M23
M25 M20 M26
M2 M20
Ashford
M3
M20
M5
Southampton M27
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FTA briefing note – Planned improvements to Britain’s transport infrastructure 5
England – Road schemes where work starts by 2012
Hard shoulder running planned Widening planned Hard shoulder running completed Widening completed
A1
Newcastle Upon Tyne
Other motorway routes
Sunderland Sunderland A1(M)
Other primary routes
A67 A66
A1
M6
A1(M)
Leeds M55
A1
Bradford
M65
M1
M60
Liverpool
M62
M180
Manchester Sheffield
M62
M53
M18
A1
M62
M6 M58
A1(M) M1
A5117 M56 M6
A550
Kingston Upon Hull
M62 M62
A1
Stoke-on-Trent
Nottingham
Derby M6 M54
M6
TOLL
M1 M42
Wolverhampton Birmingham
M5
Leicester Kettering
M1 M42
M42
M6
Coventry
A1(M)
A14
Leamington Spa
A14
A1
M5
Cambridge
M1
M50
M5
A1(M)
M40
M5
Cardiff
M4
M49
Bristol
M11
M25
M48 M4
Ipswich
Reading
M25
M4
LONDON
M25 M25
M3 M23
M25 M20 M26
M2 M20
Ashford
M3
M20
M5
Southampton M27
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6 FTA briefing note – Planned improvements to Britain’s transport infrastructure
England – Road schemes where work starts by 2015
Hard shoulder running planned Widening planned Hard shoulder running completed Widening completed
A1
Newcastle Upon Tyne
Other motorway routes
Sunderland Sunderland A1(M)
Other primary routes
A67 A66
A1
M6
A1(M)
Leeds M55
A1
Bradford
M65
M1
M60
Liverpool
M62
M180
Manchester Sheffield
M62
M53
M18
A1
M62
M6 M58
A1(M) M1
A5117 M56 M6
A550
Kingston Upon Hull
M62 M62
A1
Stoke-on-Trent
Nottingham
Derby M6 M54
M6
TOLL
M1 M42
Wolverhampton Birmingham
M5
Leicester Kettering
M1 M42
M42
M6
Coventry
A1(M)
A14
Leamington Spa
A14
A1
M5
Cambridge
M1
M50
M5
A1(M)
M40
M5
Cardiff
M4
M49
Bristol
M11
M25
M48 M4
Ipswich
Reading
M25
M4
LONDON
M25 M25
M3 M23
M25 M20 M26
M2 M20
Ashford
M3
M20
M5
Southampton M27
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FTA briefing note – Planned improvements to Britain’s transport infrastructure 7
England – Road schemes where work starts by 2019
Hard shoulder running planned Widening planned Hard shoulder running completed Widening completed
A1
Newcastle Upon Tyne
Other motorway routes
Sunderland Sunderland A1(M)
Other primary routes
A67 A66
A1
M6
A1(M)
Leeds M55
A1
Bradford
M65
M1
M60
Liverpool
M62
M180
Manchester Sheffield
M62
M53
M18
A1
M62
M6 M58
A1(M) M1
A5117 M56 M6
A550
Kingston Upon Hull
M62 M62
A1
Stoke-on-Trent
Nottingham
Derby M6 M54
M6
TOLL
M1 M42
Wolverhampton Birmingham
M5
Leicester Kettering
M1 M42
M42
M6
Coventry
A1(M)
A14
Leamington Spa
A14
A1
M5
Cambridge
M1
M50
M5
A1(M)
M40
M5
Cardiff
M4
M49
Bristol
M11
M25
M48 M4
Ipswich
Reading
M25
M4
LONDON
M25 M25
M3 M23
M25 M20 M26
M2 M20
Ashford
M3
M20
M5
Southampton M27
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8 FTA briefing note – Planned improvements to Britain’s transport infrastructure
Motorways and major trunk routes: Scotland Strategic Transport Projects Review In December 2008, Transport Scotland’s Strategic Transport Projects Review (STPR) was published outlining the next 20 years of transport investment in Scotland’s rail and trunk road network. Currently, the Scottish Government is already committed to spending £2.5 billion over the next three years on its strategic transport networks. The STPR has identified strategic transport corridors from six cities (Aberdeen, Dundee, Edinburgh, Glasgow, Perth and Inverness) and investment priorities have been based on the outcomes of the National Transport Strategy published in December 2006. The outcomes were: •
improving journey times and connections, to tackle congestion and the lack of integration and connections in transport that impact on the potential for continued economic growth
•
reducing emissions, to tackle the issues of climate change, air quality and health improvement
•
improving quality, accessibility and affordability, to give people a choice of public transport, where availability means better quality transport services and value for money or an alternative to the car
A total of 29 major packages of work on the rail and road network have been identified as best serving the needs of Scotland and its regions. The following maps show the ongoing improvements started and/ or to be completed by 2012 as well as improvements to be made by 2022.
Improvements started or to be completed by 2012 Forth replacement crossing
A82
Fort William
A76
Towards Dumfries
A9
Inverness to Perth
M74
Completion to Kingston Bridge
A96
Inverness to Aberdeen
A90
Aberdeen Western Peripheral route
A9
Helmsdale
M80
Stepps to Haggs
A77
Stranraer to Prestwick
M8
Newhouse to Bailleston
A68
To Edinburgh
A830
Mallaig (Arisaig to Loch nan Uamh)
A90
Aberdeen to Peterhead
Completion by 2022 A82
Glasgow to Fort William
A9
Upgrading to dual carriageway between Inverness to Perth
A9
North of Inverness
A96
Upgrading to dual carriageway between Inverness and Nairn
A835
Inverness to Ullapool
M9 and A801
Access roads upgrade for Grangemouth
A82/A87/ A830/A887
Inverness, Fort William, Mallaig and Skye
A77
Upgrade to dual carriageway around Ayr
A96
Aberdeen to Inverness
A737
Bypass around Dalry
A90
Aberdeen to North East Scotland
A720
Edinburgh city bypass
A92
Edinburgh to Dundee
A96
Bypass at Nairn and a new Inveramsay Bridge
A76
Ayrshire to Dumfries
A90
Improvements at Dundee
A68/A7/A702
Edinburgh to North West England
M8
Between Edinburgh and Glasgow
A1
Edinburgh to North East England
M90 and A90
Approaching Edinburgh
A83, A85 and A828
Tarbet to Campbeltown, Crianlarich to Oban, Connel to Ballachulish
A720
Around Edinburgh
A75
Improve links to the Loch Ryan port
M74, M77 and M80
Approaching Glasgow
FTA briefing note – Planned improvements to Britain’s transport infrastructure 9
Scotland – Road schemes from present to 2022
Improvements in progress or programmed before 2012 To be completed by 2022 Road upgrades including dualling A9 Intelligent transport systems Strategic park and ride Other motorway routes Other primary routes Scrabster A9
WICK
A882
Wick A99
Helmsdale Ullapool A9
A835
Fraserburgh A96
INVERNESS
A9
Inverness
Peterhead
A96
Kyle of Lochaish A87
A90 A887 A82
ABERDEEN
A9
A87
Aberdeen
Mallaig A830
Fort William
A90
A9
A828
Perth
A85 A816
A9
A83
A977
Stirling
A78
Hunterston
Clydebank
A82 GLASGOW
M80 M8
Paisley Glasgow A737
A77
Falkirk
Edinburgh
M8
Motherwell M74
Galashiels
A68
PRESTWICK
A7
A76
Dumfries Stranraer
A1
A720
Bonnyrigg A702
M77
Kilmarnock Prestwick
Clackmananshire Bridge Forth replacement crossing
M90 EDINBURGH M9 A90 A1
A80 A8
Kinross
A977
M80
Greenock
Dundee
A92
M90
M9
A83
DUNDEE
A82
A77
A74(M)
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Gretna A75
Carlisle
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10 FTA briefing note – Planned improvements to Britain’s transport infrastructure
Motorways and major trunk routes: Wales Trunk Road Forward Programme This programme details the Welsh Assembly Government’s priorities and budgetary provision for extending, improving and maintaining the trunk road network in Wales. When the original 2002 Trunk Road Forward Programme was originally drawn up expenditure was aimed at improving the trunk road network in a sustainable manner, taking into account the need to facilitate the safe and efficient movement of people and goods consistent with aims and objectives of the Welsh Assembly Government. In 2004, the road programme was reviewed to ensure strategic fit with other Welsh Assembly Government policies and programmes, such as the commitment at the time in ‘Wales: A Better Country’ to invest in transport infrastructure, and infrastructure
investment that supports the Heads of the Valleys regeneration strategy. In 2008 the Trunk Road Forward Programme was re-focused to produce a revised list of schemes; the aim in re-prioritising trunk road schemes is to provide better links between strategic centres of population, improving the distribution of economic development opportunities. The re-prioritisation also examined the affordability of the existing programme in the light of a rapidly shifting economic climate and a change in international government accounting practices. The following tables and map outline the Welsh Assembley Government’s Trunk Road Forward Programme.
Improvements between now and April 2011 A483
Four Crosses
A470
Maes yr Helmau to Cross Foxes
A470
Penloyn to Tan Lan, Llanrwst
A470
Pentrefelin to Bodnant West Lodge
A487
Porthmadog, Minffordd and Tremadog
A470
Penblewin to Slebech
A470
Cwmbach to Newbridge
A40
The Kell
A470
Alltmawr
Improvements between April 2011 and April 2014 A470
Plas Maenan and Bodhyfryd
A477
St Clears to Red Roses
A487
Caernarfon to Bontnewydd
A465
Brynmawr to Tredegar
A470
Builith Wells
A465
Gilwern to Brynmawr
A483
Newtown
A470
Rhayader
Cardiff International Airport access New M4
Magnor to Castleton – awaiting business case
High ranking routes but action unlikely to be taken before April 2014 A483
Llandeilo
A494
Drome Corner to Ewloe
A470
Llanrwst
A55/A494
Ewloe Interchange
A40
Llanddewi Velfrey to Penblewin
A55
Ewloe to Northop
A4042
Llanellen
A55
Abergwyngregyn to Tai’r Meibion
A465
A470 to Hirwaun
A458
Buttington Cross to Wollaston Cross
A465
Dowlais Top to A470
The following routes are on hold A40
Abergavenny
A4042
Penperlleni
A470
Llandinam
A55
Climbing lane Northop to Coed-y-Cra
A470
Commins Coch
A458
Sylfaen to Cyfronydd
A470
Llangurig to Wern Villa
A494
Ffynnon-y-Berth
A483
Brynsadwrn
FTA briefing note – Planned improvements to Britain’s transport infrastructure 11
Wales – Road schemes from present to beyond 2014
Scheduled between April 2011 and April 2014 Scheduled for after 2014
Holyhead A55
On hold
A55
Colwyn Bay
Bangor
A55
Other motorway routes
Prestatyn
Rhyl
Flint A55 A550
A470 A5
A483
A494
Other primary routes
A534
A470
A5
A487
Wrexham
A494 A5
A483
A494
A5
A470
A483
A470 A458
A487
Welshpool A489 A483
A470 A487
Aberystwyth
Newtown A44
A483 A470
A487 A44
Llandrindod Wells
A44
A483
Cardigan
A483
A487
A470
A483
Fishguard A478
A40
Builth Wells
A40
Brecon
A40
A470 A40 A479
Carmarthen
A470
A40
A40 A4076
Abergavenny
A48
A477
Merthyr Tydfil
Milford Haven A477
Pembroke
Llanelli SWANSEA
A4042
A465
A40 A449
Pontypool
M4
Neath Swansea
Chepstow
A470
Pontypridd
Newport
M48
M4
Cardiff ©MAPS IN MINUTES™/Collins Bartholomew 2008
CARDIFF
©MAPS IN MINUTES™/Collins Bartholomew 2008
12 FTA briefing note – Planned improvements to Britain’s transport infrastructure
Rail enhancement schemes: England The following schemes show those committed under the Transport Innovations Fund (TIF) and the Strategic Freight Network (SFN).They also show additional aspirational schemes that FTA supports.These reflect the principles of the post-Eddington Report environment in focusing investment on key corridors where it will deliver the maximum benefit within the exisiting network, where traffic is most likely to grow.They connect the major ports with the network and also build robustness into the freight network allowing diversionary capability and the move toward a seven day railway for bulk, deep-sea intermodal and domestic traffics.
kinematic envelope to allow the increasing number of taller 9’ 6” international shipping containers to be carried on standard wagons and therefore retail the effectivness of the UK’s supply chain. ‘W9’ allows 9’ 6” containers but on specialist wagons that increase costs and reduce operational efficiency. ‘European gauge’ refers to the loading gauge necesary for the higher and wider wagons, swap bodies and rail freight vehicles from continental Europe. Maps of Scottish and Welsh enhancements controlled by the Scottish and Welsh Governments are also included.
The additional enhancement schemes recognise that a ‘Strategic Freight Network’ as called for by Government will not be built at once but needs to be created incrementally. References to ‘W10’ loading gauge clearance on the maps is to the loading gauge and
England – Rail enhancement: current gauge
W9 W10 W9 and W10 Edinburgh
Glasgow
HS1 European gauge
Newcastle Upon Tyne
Carlisle
Leeds Hull Immingham Manchester
Port of Liverpool Crewe
Leicester Birmingham
Peterborough
Norwich
Ipswich Felixstowe Port of Felixstowe Oxford
Cardiff
London
Bristol Ashford Port of Southampton
Dover
To Cala
is
©MAPS IN MINUTES™/Collins Bartholomew 2008
FTA briefing note – Planned improvements to Britain’s transport infrastructure 13
England – Rail enhancement: current and committed capabilities to 2014
Current Current W9 Current W10 Current W9 and W10 HS1 European gauge
Planned W9 to W9 and W10 to W9 and W10 to W10
Edinburgh
Glasgow
Newcastle Upon Tyne
Carlisle
Leeds Hull Immingham Manchester
Port of Liverpool Crewe
Leicester Birmingham
Norwich
Peterborough
Ipswich Felixstowe Port of Felixstowe Oxford
Cardiff
London
Bristol Ashford Port of Southampton
Dover
To Cala
is
©MAPS IN MINUTES™/Collins Bartholomew 2008
14 FTA briefing note – Planned improvements to Britain’s transport infrastructure
England – Rail enhancement: new baseline as at 2014
W9 W10 W9 and W10 Edinburgh
Glasgow
HS1 European gauge
Newcastle Upon Tyne
Carlisle
Leeds Hull Immingham Manchester
Port of Liverpool Crewe
Leicester Birmingham
Norwich
Peterborough
Ipswich Felixstowe Port of Felixstowe Oxford
Cardiff
London
Bristol Ashford Port of Southampton
Dover
To Cala
is
©MAPS IN MINUTES™/Collins Bartholomew 2008
FTA briefing note – Planned improvements to Britain’s transport infrastructure 15
England – Rail enhancement: aspirational infill ideas
W9 W10 W9 and W10 Edinburgh
Glasgow
HS1 European gauge W9 to W10 to W9 and W10
}
as at 2014
}
Aspirational
Newcastle Upon Tyne
Carlisle
Leeds Hull Immingham Manchester
Port of Liverpool Crewe
Leicester Birmingham
Norwich
Peterborough
Ipswich Felixstowe Port of Felixstowe Oxford
Cardiff
London
Bristol Ashford Port of Southampton
Dover
To Cala
is
©MAPS IN MINUTES™/Collins Bartholomew 2008
16 FTA briefing note – Planned improvements to Britain’s transport infrastructure
England – Rail enhancement: aspirational baseline for the Strategic Freight Network to 2030
Core trunk routes: gauge cleared to at least W10 allowing 9’ 6” containers on standard wagons Diversionary routes: Gauge cleared to at least W10 allowing 9’ 6” containers on standard wagons
Edinburgh
Glasgow
Core trunk and diversionary routes, less than W10
Newcastle Upon Tyne
Carlisle
Leeds Hull Immingham Manchester
Port of Liverpool Crewe
Leicester Birmingham
Norwich
Peterborough
Ipswich Felixstowe Port of Felixstowe Oxford
Cardiff
London
Bristol Ashford Port of Southampton
Dover
To Cala
is
©MAPS IN MINUTES™/Collins Bartholomew 2008
FTA briefing note – Planned improvements to Britain’s transport infrastructure 17
England – Rail infrastructure enhancements affecting freight High Speed 2
There is no indication that such a route would be available to freight but the statement did, for the first time, note that the Strategic Freight Network currently being developed by Network Rail will provide for larger European loading gauge wagons on a route from the Channel Tunnel to the Midlands. This is beneficial for freight as the development could increase capacity on the traditional network, principally the West Coast Main Line south of Birmingham, provided that it is not backfilled with increased passenger services.
The Secretary of State’s announcement on 15 January signalled the Government’s intention to develop plans for a second high-speed rail line (HS2), following the completion and success of High Speed 1 (HS1), originally known as the Channel Tunnel Rail Link (CTRL). The second line would run from London to Birmingham, possibly via a new interchange at Heathrow (Heathrow International.). This line would be constructed to gauges capable of carrying standard Euro size containers and swap bodies that are currently unable to be carried by rail in the UK due to height and width restrictions on the existing network.
Inverness Aberdeen
Existing European gauge route (HS1) Proposed HS2 Stirling Proposed gauge cleared route to Midlands (Midland Mainline)
Edinburgh
Glasgow
Potential freed up capacity (West Coast Main Line) London to Birmingham
Newcastle Upon Tyne
Carlisle
Middlesbrough
Leeds
Port of Liverpool
Hull
Manchester Sheffield Crewe Nottingham Leicester Birmingham
Norwich Norwhich
Peterborough
Worcester
Ipswich Felixstowe Port of Felixstowe Oxford
Swansea Cardiff
London
Bristol
Ashford To Cala
is
Port of Southampton Exeter Plymouth ©MAPS IN MINUTES™/Collins Bartholomew 2008
©MAPS IN MINUTES™/Collins Bartholomew 2008
18 FTA briefing note – Planned improvements to Britain’s transport infrastructure
Rail enhancement schemes: Scotland Proposed Scotland Strategic Transport Projects Review Transport Scotland has committed to the following rail work programmes in the Strategic Transport Projects Review. These investments are planned from 2012 and are indicated on the map below. Edinburgh to Glasgow rail improvements
To enhance rail services between Edinburgh and Glasgow to improve access to jobs, increase public transport capacity, reduce car journeys and encourage travel by public transport
Rail enhancements between Inverclyde/Ayrshire and Glasgow
To increase rail capacity and reduce journey times between Inverclyde, Ayrshire and Glasgow
Enhancements to rail freight between Glasgow and the border via West Coast Main Line
To provide greater opportunity to move freight by rail rather than road between Scotland and England. Examples of work between the border and Glasgow would be lengthening of loops of track, removing speed limits below 75mph for freight trains and increasing the loading gauge and freight terminal capacity. A new line would be provided between Mossend and Coatbridge which would involve the construction of an overbridge across the A8 and M8
Electrification of the strategic rail network
Currently, only 23 per cent of the Scottish rail network is electrified. Electrification of the network would be a long-term package of works, rolling out over sections in phases. There is already a commitment to electrification as part of the Edinburgh to Glasgow rail improvement programme. Other Central Belt routes and routes north to Aberdeen and Inverness are expected to follow
Highland mainline rail improvements (Inverness to Perth)
To improve rail network capacity for passengers and freight between Inverness and Perth. This package of works would comprise additional loops, double-track sections, line gauge enhancements and new and improved signals, as well as the use of more powerful traction. Together with the removal of freight train speed limits below 75 mph, this is expected to help reduce journey times by around 35 minutes making rail an attractive alternative for passengers and freight
Rail improvements between Aberdeen and Inverness
To reduce journey time and increase frequency of service between Aberdeen and Inverness
Rail improvements between Aberdeen and the Central Belt
To make travelling by rail between Aberdeen and the Central Belt more competitive than road journeys for passengers and freight
Grangemouth road and rail access upgrades
To improve rail access to Grangemouth port and the freight hub and road access to and from the motorway network
West of Scotland strategic rail enhancements
To increase rail capacity in central Glasgow and increase public transport access to areas of economic activity and to key public services
Scotland – Rail enhancements post 2012 Inverness 6
7
Aberdeen 1 West Coast Main Line rail freight improvements
5
2 Rail enhancements between Inverclyde/Ayrshire and Glasgow
Perth
3 Grangemouth rail access upgrade 4 Edinburgh to Glasgow rail improvements 5 Rail service enhancements between Aberdeen and Central belt
Glasgow
3
4
Edinburgh
2
6 Rail enhancements between Aberdeen and Inverness 7 Highland mainline rail improvements
1 Carlisle ©MAPS IN MINUTES™/Collins Bartholomew 2008
©MAPS IN MINUTES™/Collins Bartholomew 2008
FTA briefing note – Planned improvements to Britain’s transport infrastructure 19
Rail enhancement schemes: Wales network. Alongside this, the Welsh Assembly announced in late 2008 its Rail Forward Programme which aims to encourage an integrated transport system for Wales. Until recently, rail infrastructure projects were delivered through local authorities using transport grant arrangements. With the move to Regional Transport Plans, rail projects will now be delivered according to the priorities of the Assembly Government as set out in One Wales.
Since 2005, the Welsh Assembly has been responsible for the country’s rail network and has authority to: •
develop and fund infrastructure enhancement schemes
•
develop new rail passenger services
•
invest in improving the journey experience for rail users
•
fund rail freight improvement schemes through Freight Facility Grants (FFG)
The following map outlines the proposed schemes which will improve the network for freight interests.
In 2008, Network Rail published the Wales Route Utilisation Strategy which the Welsh Assembly Government made contributions to. The RUS outlines a programme to enhance and modernise the
Cardiff area resignalling renewal
Funded by Network Rail Improved looping facilities in the Cardiff Central, bi-directional signalling throughout the station area and improvements at Cardiff Queen Street should provide capacity for freight traffic
Newport area resignalling renewal
Funded by Network Rail The major benefit to freight is the removal of East Usk Yard signalbox to the Newport Power Box. This will enable greater flexibility in terms of access to East Usk Yard
Little Mill to Hereford signalling improvement
Funded by Network Rail This has a benefit for freight in that it increases both capacity and performance for all operators
South Wales relief lines
This scheme is proposed for funding from the National Rail Discretionary Fund, however the scope of the scheme is being revisited to see if it can reach the desired numbers. If the scheme were to progress the opportunity to increase freight speeds would be taken
North Wales line speed improvements
This scheme is not funded by Network Rail and is subject to a feasibility scheme. Any improvements in line speeds would, of course, be taken as a benefit to freight as well as passengers, provided that the increases were not purely differential
Out of the schemes announced by the Welsh Assembly Government, the most beneficial to freight is the Conwy Valley slate waste upgrade to enable the movement of the slate ‘mountain’ at Blaenau Ffestiniog.
Wales – Rail enhancement post 2008 Colwyn Bay Bangor
Flint
Blaenau Ffestiniog
Signalling improvements Rail improvements
Fishguard Harbour Camarthen
Haverfordwest Milford Haven
Abergavenny Pembroke Dock Swansea
©MAPS IN MINUTES™/Collins Bartholomew 2008
Newport
Bridgend
Cardiff ©MAPS IN MINUTES™/Collins Bartholomew 2008
H ermes H ouse , S t J ohn ’ s R oad, T unbridge W ells , K ent T N 4 9 U Z T elephone : 0 1 8 9 2 5 2 6 1 7 1
Fa x : 0 1 8 9 2 5 3 4 9 8 9
website : w w w. f t a . c o . u k
Freight Transport Association Limited (a private limited company) • Registered Office • Hermes House, St John’s Road, Tunbridge Wells, Kent TN4 9UZ • Registered in England Number 391957 • 04.09/RD
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