Transport Plan for the Humber

Transcription

1 Transport Plan for the Humber

2 CONTENTS 1 INTRODUCTION AND CONTEXT 1 Local context... 1 Policy context HUMBER TRANSPORT NETWORKS AND ASSETS 4 Ports... 4 Airports... 5 Road and Rail CHANGING GOVERNANCE LANDSCAPE 8 Transport for the North... 8 Devolution of powers to local areas RECENT SUCCESS AND DELIVERY 10 Overview Local Growth Fund Schemes Highways England Schemes Rail Infrastructure & Electrification ASPIRATIONS FOR THE FUTURE 14 Overview I1: Improve connectivity to labour markets. Stronger linkages between areas of need and areas of growth I2: Maintain and enhance strategic and key local linkages to provide an efficient and well connected network I3: Remove transport barriers to growth through the provision of works to enable and stimulate development I4: Ensure the Humber is integrated into and maximises the opportunity of improvements in other regions I5: Resilience and efficient maintenance of the transport network I6: Create the right conditions for business growth... 22

3 TABLES AND FIGURES Table 1.1 Summary of Humber Local Plans... 3 Figure 2.1 Humber transport assets and strategic movements... 4 Table 4.1 Funding recently secured for schemes within the Humber Table B1.1 How schemes contribute to SEP strategic priorities APPENDICES Appendix A Appendix B Schemes by Local Authority Area Linkages with SEP Strategic Priorities

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5 1 INTRODUCTION AND CONTEXT 1.1 This long term Transport Plan has been developed jointly by the four Humber local authorities. The Plan defines the priorities for our transport system, to be implemented over the next 10 to 20 years. It forms part of the strategic evidence base for the Humber and will be used to influence spending priorities within the Humber moving forward. 1.2 The plan begins with a summary of the strategic policy context for the plan. Chapter 2 includes a summary of the transport networks and assets within the Humber. Chapter 3 provides a discussion of the changing governance landscape looking at the emergence of Transport for the North, devolution of powers and changes to rail franchise management. Chapter 4 provides a synopsis of recently delivered schemes and sets out major transport schemes programmed for delivery in the short term. Finally this plan sets out the Humber s aspirations for future transport schemes to support strategic priorities and emerging and adopted local plans. LOCAL CONTEXT 1.3 The Humber is an area renowned for its strong maritime industrial heritage and unique natural beauty. It lies on the east coast equidistant between London and Edinburgh and is made up of four local authorities: East Riding of Yorkshire Council, Hull City Council, North Lincolnshire Council and North East Lincolnshire Council. 1.4 The Humber Estuary defines the area. Much of the industry and employment within the area has grown as a result of its relationship with the estuary, and the estuary provides one of the largest economic opportunities for both the north and south banks. The Hull and Humber Ports dominate the economic and cultural profile of the area, forming the UK s largest port complex. In addition, the emerging renewable and carbon capture sectors create a significant opportunity for the area to capitalise upon its geography and natural assets. 1.5 It is a diverse area, with a resulting diversity of challenges. Hull is the largest economic centre, with significant economic centres at Grimsby and Scunthorpe. The Humber consequently has three functional labour markets reflecting the strengths of its different centres. The Humber also has significant rural and coastal communities, with other major settlements including the renaissance resorts of Cleethorpes and Bridlington, the market towns of Beverley, Brigg, Driffield and Barton, and the ports of Immingham and Goole. POLICY CONTEXT Humber Strategic Economic Plan 1.6 The Humber Local Enterprise Partnership (LEP) in its Strategic Economic Plan (SEP) sets out an ambition to maximise the potential offered by the Humber Estuary to help support and expand the local economy within the Humber area. To help realise this ambition the Plan identifies five strategic enablers covering infrastructure, business growth, place, skills and floods/environment: 1 Creating an infrastructure that supports growth; 2 Supporting businesses to succeed; 3 A great place to live and visit; 4 A skilled and productive workforce; and 1

6 5 Flood risk and environmental management. 1.7 Within the five strategic enablers that are identified within the SEP, one deals specifically with access and transport infrastructure but all are influenced by transport. The SEP states that the Humber s good connectivity to the rest of the UK is one of the area s strengths, but notes that bottlenecks in road infrastructure remain and parts of the area s rail infrastructure (passenger and freight) are in urgent need of improvement to ensure the enhanced connectivity brought about through HS2 can be fully exploited (p14). The SEP notes that the Local Growth Fund presents the opportunity to start to address these issues. 1.8 The strategic objective of the SEP in relation to infrastructure is as follows: Enhance access to strategic sites and along key growth corridors, upgrade passenger and freight rail infrastructure and ensure our port and airport infrastructure matches our anticipated investment in the Energy Estuary. 1.9 Sitting under this objective are six strategic priorities: I1: Improve connectivity to labour markets. Stronger linkages between areas of need and areas of growth. I2: Maintain and enhance strategic and key local linkages to provide an efficient and well connected network. I3: Remove transport barriers to growth through the provision of works to enable and stimulate development. I4: Ensure the Humber is integrated into and maximises the opportunity of improvements in other regions. I5: Resilience and efficient maintenance of the transport network. I6: Create the right conditions for business growth The SEP goes on to identify a number of specific themes, issues and schemes to be addressed. These are summarised below: Transport can play a key role in realising the potential of the renewables sector through supporting opportunities that will influence investment decisions. Connectivity between the port facilities and the renewables development sites is a key factor. Direct and reliable connections between the ports and key renewables sites need to be in place. Transport improvements can facilitate business to business interactions boosting productivity and flexibility. The current situation of infrequent services and unattractive journey times to other northern cities from Hull has resulted in suboptimal business linkages with those cities. The Humber Ports all have a rail link; however, a key constraint is the restricted gauge clearance for the movement of high cube containers. Transport can expand labour markets to support clusters of economic activity but can also be a barrier to growth within congested urban centres or along congested corridors These themes, issues and objectives form the basis and evidence for a number of delivered, committed and aspirational schemes, discussed elsewhere in this report. These schemes vary in scale from major schemes such as the A63 Castle Street scheme to more minor improvements to deliver objectives at a local level. 2

7 Local Plans 1.12 The Local Plans for the four Humber authorities set out their housing and employment growth aspirations over the next 15 years in support of the potential offered by the Humber Estuary and the ambition to become a world renowned national and international centre for renewable energy. The plans include provision for XXX new homes and allocate XXXha of employment land. These plans are outlined below. Table 1.1 Summary of Humber Local Plans East Riding of Yorkshire Status Adopted 2015 Housing allocation (houses) Key settlements 23,800 Beverley, Bridlington, Driffield and Goole (principal towns) Major Haltemprice Settlements Hull 11,400 Newington and St. Andrews, Holderness Road and Kingwood Employment allocation (ha) Key allocations 440 Major Haltemprice Settlements and principal towns Hedon Haven and sites along the east-west multimodal transport corridor 175 The eastern corridor, the western corridor, the River Hull corridor, Kingswood North Lincolnshire North East Lincolnshire 12,000 Scunthorpe including the Lincolnshire Lakes urban extension Barton upon Humber and Brigg 10,000 Grimsby including strategic housing sites at Scartho Top and to the west of Great Coates The arc settlements Immingham 185 South Humber Bank Strategic Employment Site, Scunthorpe, Sandtoft Business Park, Humberside International Airport, the market towns 370 South Humber Bank Strategic Employment Site largely adjacent to the Stallingborough and Great Coates Interchanges on A180 3

8 2 HUMBER TRANSPORT NETWORKS AND ASSETS 2.1 An overview of the key transport assets and strategic movements in the Humber area is provided below. Figure 2.1 Humber transport assets and strategic movements PORTS 2.2 The Humber is home to the UK s largest ports complex. There are five main ports in the area: Port of Immingham Port of Grimsby Port of Hull Port of Goole Port of Killingholme 2.3 In addition to this the Able Humber Port on the South Bank of the Humber is a private proposal currently being developed. 2.4 Rail and road access to the ports with the required capacity is essential for their commercial viability, with journey time reliability a key issue for port access. The access considerations include gauge clearance on the rail network to enable high cube inter modal 4

9 containers to access port facilities. To help address this issue North Lincolnshire Council, in partnership with the Humber LEP and Network Rail, is currently delivering a 15.5m gauge enhancement scheme to allow high cube containers to access the ports on the South Humber Bank AIRPORTS 2.5 Humberside International Airport is located within North Lincolnshire. The catchment for passengers travelling to the airport is the Humber areas and parts of Lincolnshire. To the west the catchment area is affected by proximity to Robin Hood Doncaster Sheffield Airport and the influence of Manchester Airport and to the south the catchment overlaps with that of East Midlands Airport. Access to Humberside International Airport is principally by road, with the airport being located off the A18, three miles from Junction 5 of the M Humberside International Airport provides a small number of scheduled destinations across Europe and the domestic market. Of particular importance is the linkage to Amsterdam and the opportunities that provides for onwards international flights. 2.7 The airport provides both passenger and freight operations and also provides a significant function for North Sea oil and gas helicopter operations. ROAD AND RAIL 2.8 Looking at key road and rail routes, there are four strategic corridors to consider: A1079 (East West) A1033/A63/M62 North Trans Pennine (East West) A160/A180/M180 South Trans Pennine (East West) A164/A15/Yorkshire Coastline (North South) East to West links - A The A1079 provides the principal direct link between the major sub-regional centres of Hull and York via the urban centres of Beverley, Market Weighton and Pocklington. Approximately 4.5km of the route is dual carriageway, with the remaining 39.5km being single carriageway. The route is predominantly rural in nature There are stretches of localised congestion along the corridor and a high percentage of the existing traffic is made up of HGVs (up to 20% in places). This can result in long and unreliable journey times and localised congestion and delays along the corridor. This is likely to worsen in future years as allocated housing and employment development along the A1079 corridor is progressed. A number of smaller scale junction improvement schemes have been delivered in recent years (such as the Holme Road roundabout at Market Weighton and Hodsow Lane roundabout at Pocklington) which has improved access to the route from local towns. However, the capacity of the link itself is limited and options to improve this in the longer term continue to be explored. East West links: A1033/A63/M62 North Trans Pennine 2.11 The A1033/A63/M62 North Trans Pennine provides the strategic east west spine for the north Humber bank. The A1033(T) and A63(T) is all-purpose dual two lane carriageway. The A63 has grade separated junctions on its western section and at grade junctions within the city centre to its junction with the A1033(T). The A63(T) has a swing bridge at Garrison Road, where it crosses the River Hull. The M62 and A63 are Core Trunk Road, 5

10 meaning they are of national strategic importance and also form part of the Trans- European Network connecting the Republic of Ireland with northern Europe The city centre sections of the A63(T), principally Castle Street and the western end of Garrison Road, have insufficient capacity for current traffic demands. This section of the network which also serves as an inner ring road for local traffic, is severely congested, causes severance within the city centre and is a contributory factor to a declared Air Quality Management Area The rail line from Hull to Selby and on to Leeds, York and Manchester runs broadly parallel to the A63/M62 and is the main route for linking the north Humber bank to its neighbours. The route is presently limited by aging infrastructure and slow line speeds which constrain both capacity and journey times. Proposals to electrify the rail line onwards from Selby to Hull were cancelled in 2016 with the DfT stating that the disruption from the required construction work would outweigh the benefits of the proposal, and that the introduction of new bi-mode trains by First Hill Trains meant that electrification was not required. East West links A160/A180/M180 South Trans Pennine 2.14 The A180/M180 South Trans Pennine route runs from Cleethorpes via Grimsby, Immingham and Scunthorpe to Doncaster and forms the strategic east west spine for the South Humber bank. The A180(T), is an all-purpose dual two lane carriageway with grade separated junctions at Stallingborough and Great Coates. The trunk road section of the A180 terminates at Pyewipe Roundabout, an at grade junction west of Grimsby town centre. The M180 has dual three lane capacity from the M18 to Junction 3 (M181) and between Junction 4 and 5. Between Junction 3 and 4 it has dual two lane capacity. All junctions are grade separated The M180, M181 and A180(T) within North Lincolnshire broadly have sufficient capacity for current traffic demands. Previous congestion issues on the A160 were addressed through the completion of the 93m A160/A180 Port of Immingham Improvement Scheme in 2017, which increased the capacity of the route through a series of junction improvements and by dualling a single carriageway section of the A160 between Brocklesby Junction and Habrough roundabout The South Humber main rail line runs from Doncaster to Cleethorpes through Scunthorpe and Grimsby. The majority of traffic using the route is freight traffic running to and from the Port of Immingham. The South Humber Ports carry 25% of the total rail freight tonnage in the UK. In addition the route connects to the steelworks at Scunthorpe. The line also forms the principal rail link from North East and North Lincolnshire to the rest of the national rail network at Doncaster. Journey times for passenger traffic are long while frequencies are relatively low One of the greatest potential constraints to the further development of the Port of Immingham was the ability to move European sized shipping containers by rail. However, a project to deliver W10 and W12 gauge enhancements on the South Bank line between Immingham & Doncaster commenced in The project, sponsored by North Lincolnshire Council, the Humber LEP and Network Rail, will enable larger high cube containers to be transported by rail. North South links - A164/A15/Yorkshire Coastline 2.18 The key north south strategic corridor through the area comprises the A164 and A15, which run alongside the Hull to Bridlington rail line on the North Humber Bank and the Grimsby to Lincoln to Newark line on the South Humber Bank. The A164 north and south of Beverley provides a key strategic route between the Humber Bridge, the A1079 to York, and Bridlington (via the A614), as well as providing a direct link between Beverley 6

11 and Driffield. East Riding of Yorkshire Council has developed a 50m improvement scheme for the A164 and Jocks Lodge junction, where the A164 meets the A1079, and an Outline Business Case for this was submitted to the DfT s Large Local Majors Fund in December The A15 provides a north-south link across the Humber Bridge linking the north and south Humber banks. The A15 starts on the outskirts of Hull and is a dual carriageway from the Humber Bridge all the way to the M180. The southern section of the A15 south of the M180 is single carriageway and provides a link from Scunthorpe to the A46 north of Lincoln and via the A1 at Newark to the south of England. Approximately 10% of the port traffic uses the A15 to access routes to the south of the Humber Vehicles crossing the Humber Bridge are subject to toll charges. Since the toll charges were reduced in 2012, the number of vehicles crossing the Humber Bridge has increased by more than 30% The Yorkshire Coast Line runs from Hull to Scarborough, serving the principal towns of Beverley, Driffield, Bridlington, and Filey. The line forms the only north-south rail link through the East Riding of Yorkshire and serves a mixture of commuter and leisure traffic, with significant commuter flows between Beverley and Hull in particular. Leisure traffic is linked in part to the tourist towns that the route serves at Bridlington, Filey and Scarborough On the South Humber bank, the Grimsby to Lincoln to Newark service operated by East Midland Trains provides a link of sub regional importance from North East Lincolnshire and North Lincolnshire (via Barnetby) to the East Midlands. The service provides connections at Newark to the East Coast Main Line, and at Lincoln for Sleaford, Nottingham and Peterborough. The route is also used by a significant number of freight services which operate from the Port of Immingham to the Midlands and South West. In particular there are significant movements of petroleum on this route, although there are also flows of other commodities The Barton to Cleethorpes line links a number of small villages between these key destinations, primarily serving leisure traffic. Onward connections to Hull by bus are possible from Barton. 7

12 3 CHANGING GOVERNANCE LANDSCAPE Comment [CH1]: CH to update TRANSPORT FOR THE NORTH 3.1 Transport for the North acts as an umbrella organisation for the strategic development of transport across the north of England. It brings together local transport authorities and combined authorities across the north of England to allow the north to speak with a single voice to Government. As a partnership, Transport for the North covers the whole of the north but is not itself a delivery organisation. Delivery is supported through other organisations such as the Department for Transport, HS2, Network Rail and Highways England. 3.2 Transport for the North has a shared ambition to create a Northern Powerhouse driven by a flourishing private sector and supported by innovative local government. In March 2015 it revealed a vision for the development of the Northern Powerhouse, in the form of the Northern Transport Strategy. 3.3 Transport for the North is seeking to improve productivity and stimulate economic growth through transport investment linked to skills, business support and regeneration, with a view to rebalancing the UK economy as a whole away from its present London and South East focus. Transport for the North will become a statutory body with its own statutory duties representing the whole of the north in 2017 (subject to parliamentary approval and agreement of all potential member authorities). The Northern Transport Strategy 3.4 The Northern Transport Strategy (NTS), published in March 2015 and refreshed in spring 2016, covers a diverse range of strategic issues which impact directly and indirectly on the Humber area. The strategy is aimed at delivering transformational change and removing many of the long standing barriers that have limited pan North connectivity in the past. By design, the strategy focuses on east-west rather than north-south movement and goes beyond investments which are already committed. 3.5 Within the NTS there is an aspiration to improve road connectivity across the north, including road connections to major ports which will impact on both Hull and Grimsby/Immingham. This includes delivering both the A63 Castle Street scheme in Hull and the A160/A180 improvement in the Immingham area which is nearing completion. Transport for the North is working closely with Highways England and Central Government to ensure its priorities feed in to the next Roads Investment Strategy (RIS2) whilst also considering larger more aspirational schemes such as the potential for a Trans Pennine tunnel linking Sheffield and Manchester. 3.6 As part of this work Transport for the North is identifying a Key Road Network (KRN) for the North to help guide future investment decisions. Major new strategic and improved routes are being identified for further investigation including potential links westwards from the M18 / M180 to the M1 and onto the M60 via the proposed new tunnel under the Pennines. This would form a direct link from the South Humber to Manchester and beyond (as an alternative to the M62). A further improved route across the Pennines via an improved A59 is also being considered with links via the A1079 into the wider Humber area. Comment [CH2]: CH to update with TfN s Strategic Transport Plan 8

13 3.7 Rail is a particular focus in the NTS. This is because of rail s ability to efficiently move large numbers of people rapidly between city centres. This objective is central to the Northern Powerhouse. However the present rail offer is identified as being too slow, lacking capacity and not delivering appropriate levels of direct connectivity, as well as being overcrowded in many places, presenting an unattractive offer to potential users. The Northern Transport Strategy identifies a number of options to achieve reductions in rail journey times between the main urban centres in the north including section of new line, upgrades to existing line, and integration with HS2. There are also aspirations to deliver smart ticketing for public transport users across the North. Rail North 3.8 As part of the broader devolution agenda the control of both the Trans Pennine and Northern franchises has been devolved to a new body known as Rail North in partnership with DfT. All the Humber authorities are members of Rail North. Rail North also has a wider function providing input into the development of services operated by other franchises such as East Coast or Cross Country. 3.9 It is intended that Rail North will be subsumed within Transport for the North if/when Transport for the North becomes a statutory body in DEVOLUTION OF POWERS TO LOCAL AREAS 3.10 The Government made a commitment to improve governance in the United Kingdom and empower great cities. The Cities and Local Government Devolution Act 2016 aims to hand power from Central Government to combined authorities or other regional collectives of local authorities, giving them greater control over local transport, housing, skills and healthcare and providing the levers to grow the local economy A number of devolution bids have been received by Government including a number of options affecting Humber authorities. As yet, a preferred devolution option for the Humber local authorities has not been agreed. 9

14 4 RECENT SUCCESS AND DELIVERY OVERVIEW 4.1 The Humber LEP area has a good track record of delivering strategic transport schemes to support its wider economic, social and sustainability objectives using a wide variety of funding streams including Local Authority Major Transport Scheme funding, Local Pinch Point funding, Local Sustainable Transport Fund, Department for Transport Challenge Funding and the Access Fund. 4.2 The table below sets out the recent schemes that have been secured under each of these funding streams within the Humber area, alongside the current status of these schemes. Table 4.1 Funding recently secured for schemes within the Humber Scheme DfT Major Transport Schemes Bridlington Integrated Transport Plan (phase 1) Total Value Promoting Authority Status 6.6m East Riding Completed 2011 A164 Corridor Improvements 10m East Riding Completed May 2013 Beverley Integrated Transport Plan 22m East Riding Completed March 2015 A18-A180 Link Road 6.3m NE Lincolnshire Completed June 2016 DfT Pinch Point Schemes Goole Logistics Gateway Project A614/Glews Garage Roundabout, Goole A1079/Holme Road Roundabout, Market Weighton A1105 Anlaby Road Flyover Structural Maintenance Cleethorpes Road Flyover Structural Maintenance and Riby Square, Grimsby AQMA Improvements DfT Local Sustainable Transport Fund Schemes 1.5m East Riding Completed May m East Riding Completed April m Hull Completed m NE Lincolnshire Completed 2016 Get Moving Goole project 1.8m East Riding Completed March 2015 Sustainable Travel to Employment, Education and for Recreation (STEER) project Travelling Towards a Vibrant Economy: Supporting economic growth in North East Lincolnshire DfT Challenge Fund Schemes 1.9m Hull Completed March m NE Lincolnshire Completed Spring 2016 Street Lighting Upgrade 15.7m East Riding Ongoing implementation between 2015 and

15 Scheme DfT Local Majors Fund Jocks Lodge junction improvements DfT Access Fund Total Value 0.153m (feasibilit y) Promoting Authority East Riding Status Outline Business Case to be completed by December 2017 Get Active East Riding 1.446m East Riding Starts April 2017 Pedal and Stride to Economic Growth 2.599m National Productivity Investment Fund North East Lincolnshire Starts April 2017 Key for promoting authority East Riding of Yorkshire Council Hull City Council North East Lincolnshire Council North Lincolnshire Council LOCAL GROWTH FUND SCHEMES 4.3 In 2014, Government agreed a Growth Deal with all LEPs, including the Humber LEP, which set out the schemes from the SEP which are to gain funding for the period to Further Growth Deals were agreed in 2015 and 2017, including additional funding for schemes in each LEP area. 4.4 Detailed below are the schemes for which funding has been secured from the Local Growth Fund for the four Humber authorities. East Riding of Yorkshire, North Lincolnshire and North East Lincolnshire are all part of another LEP (outside of the Humber), and so the applicable LEP is also noted. East Riding of Yorkshire Bridlington Integrated Transport Plan Phase 2 ( 13.3m) Humber LEP A161 Bridge Street / Lower Bridge Street Cycle Link ( 0.3m) Humber LEP Grovehill Bridge Maintenance ( 0.15m) Humber LEP Newland Bridge Maintenance ( 3.3m) YNYER LEP A1079 Junction Improvements ( 8m) YNYER LEP A Road Maintenance ( 23.9m) YNYER LEP Killingwoldgraves Roundabout Improvement scheme ( 1.1m) YNYER LEP Hull Iconic Bridge over A63 ( 4m) Humber LEP Rail Electrification Hull to ECML business case preparation ( 7.5m) Humber LEP (currently not being taken forward) A1105 Anlaby Road Improvements ( 0.4m) Humber LEP 11

16 Park Street Bridge Improvements ( 0.35m) Humber LEP North Lincolnshire Gauge Enhancements (South Humber Ports to Doncaster) ( 15m) Humber LEP Humberside Airport Surface Access Improvements ( 2.3m) Humber LEP Scunthorpe Town Centre Highway Improvements ( 4m) Greater Lincolnshire LEP Normanby Enterpise Park, Phase 7 ( 0.98m) Greater Lincolnshire LEP North East Lincolnshire Grimsby Town Centre Improvements ( 1.5m) Humber LEP Access to Employment Zones (Junction Improvements) ( 4.2m) Greater Lincolnshire LEP Western Access Route and Park and Ride Feasibility Study ( 0.1m) Humber LEP South Humber Industrial Investment Plan ( 4m) Greater Lincolnshire LEP Stallingborough Interchange Improvements ( 4m) Humber LEP HIGHWAYS ENGLAND SCHEMES 4.5 In addition to these local authority led schemes, Highways England has also been successful in securing funding for schemes which support the wider growth aims of the Humber region including: A pinch point scheme at the A1033 Northern Gateway junction in Hull (completed) which seeks to improve access to Port of Hull by creating more capacity at the junction; A major scheme on the A160 / A180 (completed) which seeks to improve access to the Ports of Immingham and Killingholme by dualling the A160 and providing junction improvements along the length of the route; A major scheme on the A63 Castle Street (provisional funding secured) which seeks to improve access to Hull and the Port of Hull by removing the long standing bottleneck which is present on the A63 to the south of Hull City Centre due to high traffic flows and conflicts between a range of users; and A scheme to improve the A63 / A1165 Garrison Road junction (funding secured) which seeks to improve access to the Port of Hull by providing a hamburger roundabout (with the A63 running through the middle of the junction) as well as approach lane widening and signalisation. A scheme to create a new terminating roundabout and de-trunking the M18, to facilitate the Lincolnshire Lakes development. RAIL INFRASTRUCTURE & ELECTRIFICATION 4.6 There are a number of infrastructure schemes programmed for delivery across the Humber area in the short term. The most significant of these are re-signalling works on both the North and South Humber Banks. The South Humber Mainline was re-signalled between Scunthorpe and Immingham in December 2015, and re-signalling on the North Humber Bank between Gilberdyke and Hull is due to be completed in This will increase capacity and contribute to journey time reductions and in the case of the North Humber Bank increase the operating hours available to run services. 12

17 4.7 The South Humber Bank Gauge Enhancement scheme started in Autumn 2017, funded by the Humber LEP, Network Rail and North Lincolnshire Council. This will provide W10/W12 gauge clearance and allow the movement of 9 6 size containers on conventional container wagons, helping to improve the economics of moving container traffic by rail from the South Humber Ports. Network Rail has recently confirmed that they hope to have the route to the Port of Hull gauge cleared to W10/W12 by In recent years a number of proposals for rail electrification in the Humber area have been proposed. A consortia of private sector investors, led by Hull Trains and supported by MPs and local authorities, put forward the case for electrification of the rail line between Selby and Hull to the Department for Transport (DfT) in In November 2016 the DfT announced that they would not support this proposal, stating that the disruption caused by electrifying the line would outweigh any benefits and that the introduction of bi-mode trains by First Hull Trains and improved services on both the East Coast Mainline and the Northern Rail franchises meant electrification was unnecessary. 4.9 A scheme to electrify the line between Manchester, Leeds, York and Selby has been delayed and now has an anticipated completion date of 2022 at the earliest There are aspirations in the longer term for the electrification of the South Humber Mainline to benefit both passenger services and freight traffic Network Rail has been working closely with Hull City Council (through Transport for the North) to develop longer term options (2050) for running Northern Powerhouse Rail (NPR) services into Hull (faster, more frequent and higher capacity) from a range of northern cities. This work includes potential major infrastructure works to the route into Hull and at Hull Paragon Station. A report detailing options recommended for further development should be published later in

18 5 ASPIRATIONS FOR THE FUTURE OVERVIEW 5.1 Looking to the future, each of the Humber authorities has identified investments which will be required in the medium and longer term in order to deliver the SEP objectives and the growth identified in each of the respective Local Plans. 5.2 This section outlines the identified schemes in relation to the principal relevant SEP objectives. Appendix A provides a breakdown of schemes by local authority area. A number of the schemes contribute to more than one SEP objective. A table illustrating how the scheme contributes towards other SEP objectives can be found in Appendix B. I1: IMPROVE CONNECTIVITY TO LABOUR MARKETS. STRONGER LINKAGES BETWEEN AREAS OF NEED AND AREAS OF GROWTH Medium Term Berkeley Circle improvements (NL) 5.3 The Berkeley Circle roundabout is located to the east of the existing M181 and acts as the primary access point to Scunthorpe Town Centre from the west. The junction is currently over capacity in peak periods and the junction layout (with three arms being close together) has raised safety concerns in terms of vehicles pulling into the junction without an adequate gap between themselves and vehicles already on or approaching the junction from another arm and drivers being in the right lane as they approach the junction. 5.4 The junction s proximity to the strategic housing growth area at Lincolnshire Lakes means that these issues are likely to worsen and hence an improvement to the junction is required to maintain effective links between the existing town centre and the new development. South Humber Enterprise Link (ABLE UK cycle route) (NEL) 5.5 The inward investment in the South Humber Gateway and, in particular, the ABLE Marine Energy Park, provide an unprecedented opportunity to maximise economic growth in the Humber with approximately 20,000 additional jobs expected over the next 10 years. However, it is recognised that in order to support the Highways England investment in the A160/A180 improvement and the rail gauge enhancements to the port, sustainable access improvements are required to ensure safe access from the deprived areas surrounding the site, to release highway capacity for essential vehicular trips and to support low carbon aspirations of the site. 5.6 Provision of off-road cycle routes around the site (on Rosper Road, Chase Hill Road, Eastfield Road) and on the A1173 are required to link with existing routes and upgrades included as part of the A160/A180 scheme to ensure safe and sustainable access to the site from local areas. Garden Street Cycle Link and Cleethorpes Cycle Hub (NEL) 5.7 Building on the successful implementation of a cycle hub at Grimsby Station, the opportunity to provide a similar scheme at Cleethorpes Station, in partnership with Network Rail, has been identified. At Grimsby Station, a link to the National Cycle Network along Garden Street is also required to ensure continuity of the network and to lock in the benefits of the cycle hub. 14

19 5.8 Both schemes aim to encourage greater sustainable mode use, extending the catchment area of the respective rail stations, with wider impacts of reducing congestion, encouraging healthier lifestyles and cutting carbon emissions. Long Term A1079 Dunswell roundabout improvements (ER) 5.9 Dunswell roundabout is the junction between the A1079, A1033 and A1174 and lies within the East Riding on the edge of the Hull urban area. The junction experiences queues and delays, particularly at peak times, and the junction has a poor road safety record. These problems are likely to worsen in future years with the addition of traffic generated by new housing and employment development at Kingswood in Hull and south of Beverley in the East Riding. Consequently there are interrelationships between the aspirations of the two authorities in the vicinity of the junction. There is also an aspiration for a Park and Ride site within the vicinity of the junction, managed by Hull City Council and serving North Hull and the East Riding There is therefore a requirement for the two authorities to work together to develop a scheme which meets their respective growth aspirations and is designed so that it does not prejudice a potential future Park and Ride site in the vicinity of the junction. I2: MAINTAIN AND ENHANCE STRATEGIC AND KEY LOCAL LINKAGES TO PROVIDE AN EFFICIENT AND WELL CONNECTED NETWORK Medium Term A164 Jocks Lodge junction improvements (ER) 5.11 As highlighted in chapter 2, the A164 is the key north-south strategic route through the sub-region on the north bank. Consequently, there are high traffic flows on the route, particularly during peak times. The junction between the A1079 and the A164, known as Jocks Lodge junction, was signalised several years ago to address significant road safety issues at the junction and to improve connectivity between the Haltemprice Settlements, Beverley, north Hull and other settlements along the A1079 and A164 corridors. Whilst the traffic signals have largely addressed the road safety issue they are now struggling to cope with the additional traffic using the junction in recent years, compounded by the opening of the new relief road south of Beverley town centre and future pressures from allocated development land nearby In November 2016 it was announced that the scheme had secured 0.092m of feasibility funding through the DfT s Large Local Majors Fund. This will contribute towards the production of an Outline Business Case for a preferred scheme at the junction to address the issues set out above. A164 Swanland roundabout improvements (ER) 5.13 The A164 between Humber Bridge and Beverley is East Riding s most heavily trafficked route and there are issues with congestion and unreliable journey times along this route. Capacity improvements at Swanland roundabout on the A164 have been included as a potential future scheme in the Council s Infrastructure Study given the junction s crucial role in providing connectivity between the Humber Ports, the Haltemprice settlements and Beverley. 15

20 A1079 Shiptonthorpe roundabout improvements and A1079 Killingwoldgraves roundabout improvements (ER) 5.14 The A1079 forms the principal road link between the two major cities of York and Hull, and also connects the urban centres of Beverley, Market Weighton and Pocklington as well as being a vital route for freight accessing the Humber Ports. Journey times on the route are currently slow and unreliable, a situation which is anticipated to worsen due to planned housing growth in Beverley, Market Weighton and Pocklington Schemes to increase capacity at Shiptonthorpe and Killingwoldgraves junctions are likely to be delivered as a package and aim to complement the A1079 corridor improvements for which funding has already been secured as part of the YNYER Growth Deal. A1033 Stoneferry Road improvements (Hull) 5.16 Congestion is currently a problem on the A1033 during peak times due to existing employment opportunities along the River Hull as well as the radial nature of the route, which facilitates trips into Hull City Centre. Future development along the River Hull as well as wider growth in Hull and the East Riding means that existing problems will be exacerbated in future. Therefore, the council is currently considering options for primary network improvements that will improve journey times and support Local Plan growth. A18 Mortal Ash Hill Improvements 5.17 The A18 is a key route through Scunthorpe connecting to the M180 at junction 3 in the west and junction 4 in the east. It acts as the diversionary route for the motorway and provides access to retail parks and the steel works. The route is single carriageway for roughly half its length from junction 3 to Queensway Roundabout on the A159 and then dual carriageway for the remainder, except for a short section of single carriageway at the top of Mortal Ash Hill, near junction 4. This section is the key route between the M180 and steelworks for HGVs. There are capacity and safety issues on this short section of narrow single carriageway, which have resulted in HGVs over running the edge of the carriageway. The council would like to improve this section of road, either by widening the carriageway or dualling it to Briggate Lodge roundabout. Long Term B1232 corridor improvements between Willerby Square and the A164 (ER) 5.18 The B1232 (Beverley Road/Kingston Road) is a single carriageway route linking the retail centre of Willerby Square with the A164 corridor. The link suffers from significant queues and congestion, particularly at peak times, caused by vehicles accessing the A164 from Willerby and traffic entering and exiting Willerby Retail Park, which has grown in terms of offer and popularity in recent years. While the completion of the A164 major transport scheme has improved journey times and reliability along the mainline A164 there remains issues for traffic trying to access the A164 from Willerby itself. The Council's emerging Local Plan includes allocations for over 250 new houses in Willerby and proposals for the consolidation of Wolfreton Secondary School, all of which will add additional traffic to the B1232 and is likely to result in the capacity of this link reducing further in future years. Initial feasibility work on capacity improvements along this section of the B1232 commenced in autumn 2016, with a final report on a preferred scheme expected in spring

21 A1165 Great Union Street (Hull) 5.19 Due to significant congestion in Hull City Centre as a result of strategic movements to and from the Port of Hull on the A63, as well as travel to work movements to the city, there is a need to upgrade Great Union Street from single to dual carriageway standard. This would complete the orbital box around the city centre, providing additional capacity on a key route into the city centre as well as improving a strategic diversionary route from the A63 Castle Street. It would also provide the opportunity for a further downgrading of routes into the city centre to provide more pedestrian friendly access to key areas of the city such as the old town and Hull College. Orbital route improvements / ring road (Hull) 5.20 In order to deliver a strategic alternative to the A63 and provide better orbital access to key peripheral locations such the National Avenue Employment Area, Kingswood Retail Park, Sutton Fields, North Point Shopping Centre and East Riding Development sites east of Hull, there is a long term aspiration to provide a new dual carriageway route around the city linking the A63, A1079 and Hull Docks possibly running directly to the M62 or via an A63 improved to at least Express Way standard. New rail link and station for Lincolnshire Lakes (NL) 5.21 The Lincolnshire Lakes will create over 6,000 new houses to the west of Scunthorpe. The South Humber main rail line runs to the north of the development and there is an aspiration to provide a new station and rail link to serve the Lincolnshire Lakes development. Upgrade to A15 south (NL) 5.22 The A15 is a key strategic link within the Greater Lincolnshire sub-region, connecting Scunthorpe with Lincoln, where further connections can be made with other key locations via the A46 and A1. This corridor has the potential to offer an alternative route to the south of England The A15 is currently single carriageway along its length and the volume of traffic combined with the variety of users means that journey times can be slow and unreliable. There are safety problems in some areas as drivers take risks overtaking slower moving vehicles Consequently there is a long term aspiration to upgrade the route to provide greater capacity and improved journey times, most likely through incremental change rather than full scale dualling due to the length of the route and the consequent costs involved. Introduction of Direct Franchised Rail Services to London (NL & NEL) 5.25 A medium to long term aspiration for the development of rail services on the South Humber Bank is for the introduction of direct services between the South Humber Bank and London. Such services would operate between Cleethorpes and London via Barnetby, Scunthorpe and Doncaster. The Grimsby-Cleethorpes conurbation and Scunthorpe are some of largest settlements in the country without direct services to London The introduction of such a service has historically been difficult for operational reasons but the introduction of more flexible IEP trains on the East Coast Mainline which operate in five, nine or ten car formations and which will be based at a new depot at Doncaster rather than Leeds may improve the economics of such a service, with a much reduced need for empty mileage at the beginning and end of the day. The most complex issue to resolve may be finding capacity for such a service on the ECML although the ability of the new IEP trains to operate in pairs and split on route may ease this issue slightly. 17

22 I3: REMOVE TRANSPORT BARRIERS TO GROWTH THROUGH THE PROVISION OF WORKS TO ENABLE AND STIMULATE DEVELOPMENT Medium Term A1033 Saltend roundabout improvements and A1033 Hull Road roundabout, Hedon improvements (ER) 5.27 The A1033 Saltend roundabout provides access to the Paull site of the Humber Enterprise Zone, through which the LEP is aiming to create the largest hub of renewable energy manufacturers and their supply chains in Europe. Improvements to both this junction and the adjacent Hull Road junction are therefore needed to support the Enterprise Zone and specifically to release the Local Plan employment allocation at Hedon Haven. Park and Ride East and North Hull (Hull) 5.28 As with all cities, congestion on the radial routes in and out of Hull is a problem during peak periods. This is due to trips from within the city, but also those from neighbouring areas, particularly from within the East Riding. Furthermore, in the east of the city, the operation of the A1033 is affected by trips to the Port of Hull The growth aspirations of both East Riding and Hull are anticipated to exacerbate existing problems, with the increase in high value jobs as a result of the Green Port Hull development in particular expected to attract additional car trips from further afield In order to help tackle these problems Park and Ride sites adjacent to the A1033 at Saltend and adjacent to the A1079 and A1174 at Dunswell are proposed in order to intercept car trips heading to Hull City Centre from outside of the urban area. Northern Gateway roundabout improvement (Hull) 5.31 The Northern Gateway Junction provides access to the east of the Green Port Hull development site, which is part of the Humber Enterprise Zone. The site itself is anticipated to create approximately 1,000 new jobs with many more to be generated in the supply chain uses which are expected to be delivered on surrounding available land on the A The current geometry of the junction is such that it would not allow the proposed abnormal loads, due to their length, to negotiate the junction to the Green Port site. An improvement is required in order to ensure that the site can operate as envisaged. The improvement will be at least part-funded by developers / landowner. North and South junctions on the M181 and M181 Detrunking (NL) 5.33 A key aspect of the highway strategy for the Lincolnshire Lakes is achieving access into the development area, and reducing the severance caused by the M181 running north-south through the majority of the development area. There is a recognition that there is a need to change the character of the M181 and provide opportunities for road links and crossing points in order to reduce the severance caused to the development area as a result of this major road. This will be delivered through the de-trunking of the M181 motorway (reclassifying it to All Purpose Dual Carriageway ), and the addition of two new roundabout junctions. The speed limit will be reduced along the de-trunked section of the M The new southern junction, which will be constructed by Highways England in 2017/18, will provide an early exit from the de-trunked M181 to southern Scunthorpe. It will be the designated route for HGVs that do not need to travel north via the A18. The new 18

23 roundabout junction will be constructed to motorway standards. The northern junction will provide additional access into western Scunthorpe, the Lincolnshire Lakes development and the new football stadium Additional works will be required to the de-trunked sections of the M181 to provide pedestrian and cycling facilities along the route and to provide measures to support the reduced speed limit. Burringham Road Roundabout (NL) 5.36 The roundabout is located on the B1450, leading to the new terminal/southern junction on the de-trunked M181. This will be the designated HGV route to the motorway network and traffic flows at this junction will increase significantly due to the Lincolnshire Lakes and additional traffic from the south and west of Scunthorpe accessing the motorway network at this point. The existing junction arrangement does not provide sufficient capacity to accommodate the additional traffic. Therefore, a junction improvement scheme is required to provide sufficient capacity to accommodate future traffic flows in Scunthorpe and to maintain reliable journey times. Brigg Link Road (NL) 5.37 The A18 and the connecting Grammar School Road (to the north of the A18) are the key routes through Brigg and are both currently very busy, particularly at peak times when congestion occurs. In addition, approximately 800 new dwellings are proposed to the north east of the town as part of the Local Plan, which is equivalent to a third of the existing size of the settlement. This will therefore put significant additional pressure on these key routes through the town Consequently, a link road from Atherton Way (in the north west of the town), through the new development to Wrawby Road (at the eastern extent of the town) is required in order to unlock the new housing development and provide some relief to the A18 and Grammar School Road in Brigg. This scheme is considered essential to deliver the planned housing growth whilst maintaining the town as a popular place to live and work. Access improvements to Sandtoft Industrial Estate (NL) 5.39 As part of the Local Plan a large employment allocation is proposed at Sandtoft Industrial Estate, to the south of the M180. However, the network in the vicinity of the site is currently constrained in several areas including weight restrictions on Belton Road (the main access point), a road narrowing over a beck on High Levels Bank (which provides access to the A18 and M181), and a narrow bridge over the M181 on the same route In order to unlock the site for development, there is therefore a need to improve access to the site to overcome existing constraints and ensure the continued safe operation of the road network surrounding the site. Long Term Enhanced Parking Facilities at Barnetby Station (NL) 5.41 There are no formal parking facilities at Barnetby Station, which leads to passengers parking on the approach road to the station and on the adjacent highway network. The Council is keen to see more formalised parking arrangements implemented and additional spaces provided. This is likely to be particularly important if a direct service from Cleethorpes to London, via Barnetby, is successfully introduced. 19