Transport Plan

for the Humber

CONTENTS

1 INTRODUCTION AND CONTEXT 1

Local context .......................................................................................................................................................... 1

Policy context ......................................................................................................................................................... 1

2 HUMBER TRANSPORT NETWORKS AND ASSETS 4

Ports .......................................................................................................................................................................... 4

Airports .................................................................................................................................................................... 5

Road and Rail .......................................................................................................................................................... 5

3 CHANGING GOVERNANCE LANDSCAPE 8

Transport for the North ...................................................................................................................................... 8

Devolution of powers to local areas ................................................................................................................. 9

4 RECENT SUCCESS AND DELIVERY 10

Overview ............................................................................................................................................................... 10

Local Growth Fund Schemes ............................................................................................................................ 11

Highways England Schemes ............................................................................................................................... 12

Rail Infrastructure & Electrification ................................................................................................................. 12

5 ASPIRATIONS FOR THE FUTURE 14

Overview ............................................................................................................................................................... 14

I1: Improve connectivity to labour markets. Stronger linkages between areas of need

and areas of growth ............................................................................................................................................. 14

I2: Maintain and enhance strategic and key local linkages to provide an efficient and well

connected network ............................................................................................................................................. 15

I3: Remove transport barriers to growth through the provision of works to enable and

stimulate development ........................................................................................................................................ 18

I4: Ensure the Humber is integrated into and maximises the opportunity of

improvements in other regions ........................................................................................................................ 20

I5: Resilience and efficient maintenance of the transport network ......................................................... 21

I6: Create the right conditions for business growth ................................................................................... 22

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 ..................................................................... 10

Table B1.1 How schemes contribute to SEP strategic priorities .............................................................................. 26

APPENDICES

Appendix A Schemes by Local Authority Area

Appendix B Linkages with SEP Strategic Priorities

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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

2

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.

1.10 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 sub-

optimal 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.

1.11 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.

3

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

Status

Housing

allocation

(houses)

Key settlements

Employment

allocation

(ha)

Key allocations

East Riding

of Yorkshire

Adopted

2015

23,800 Beverley,

Bridlington, Driffield

and Goole (principal

towns)

Major Haltemprice

Settlements

440 Major

Haltemprice

Settlements and

principal towns

Hedon Haven and

sites along the

east-west multi-

modal transport

corridor

Hull 11,400 Newington and St.

Andrews,

Holderness Road

and Kingwood

175 The eastern

corridor, the

western corridor,

the River Hull

corridor,

Kingswood

North

Lincolnshire

12,000 Scunthorpe

including the

Lincolnshire Lakes

urban extension

Barton upon

Humber and Brigg

185 South Humber

Bank Strategic

Employment Site,

Scunthorpe,

Sandtoft Business

Park, Humberside

International

Airport, the

market towns

North East

Lincolnshire

10,000 Grimsby including

strategic housing

sites at Scartho Top

and to the west of

Great Coates

The ‘arc

settlements’

Immingham

370 South Humber

Bank Strategic

Employment Site

largely adjacent to

the

Stallingborough

and Great Coates

Interchanges on

A180

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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

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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 M180.

2.6 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 - A1079

2.9 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.

2.10 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,

6

meaning they are of national strategic importance and also form part of the Trans-

European Network connecting the Republic of Ireland with northern Europe.

2.12 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.

2.13 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.

2.15 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.

2.16 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.

2.17 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 2017. 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

7

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

2017.

2.19 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.

2.20 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%.

2.21 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.

2.22 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.

2.23 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.

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3 CHANGING GOVERNANCE

LANDSCAPE

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 [CH1]: CH to update

Comment [CH2]: CH to update with TfN’s Strategic Transport Plan

9

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 2017.

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.

3.11 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.

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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 Total

Value

Promoting

Authority

Status

DfT Major Transport Schemes

Bridlington Integrated Transport

Plan (phase 1)

£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

£1.5m East Riding Completed May 2014

A1079/Holme Road Roundabout, Market Weighton

£1.5m East Riding Completed April 2015

A1105 Anlaby Road Flyover Structural Maintenance

£2.6m Hull Completed 2015

Cleethorpes Road Flyover

Structural Maintenance and Riby Square, Grimsby AQMA

Improvements

£2.4m NE Lincolnshire Completed 2016

DfT Local Sustainable Transport Fund Schemes

‘Get Moving Goole’ project £1.8m East Riding Completed March 2015

Sustainable Travel to Employment, Education and for

Recreation (STEER) project

£1.9m Hull Completed March 2015

Travelling Towards a Vibrant

Economy: ‘Supporting economic growth in North East

Lincolnshire’

£4.3m NE Lincolnshire Completed Spring 2016

DfT Challenge Fund Schemes

Street Lighting Upgrade £15.7m East Riding Ongoing

implementation between 2015 and 2021

11

Scheme Total

Value

Promoting

Authority

Status

DfT Local Majors Fund

Jocks Lodge junction improvements

£0.153m (feasibilit

y)

East Riding Outline Business Case to be completed by

December 2017

DfT Access Fund

Get Active East Riding £1.446m East Riding Starts April 2017

Pedal and Stride to Economic Growth

£2.599m North East Lincolnshire

Starts April 2017

National Productivity Investment Fund

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 2021.

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

12

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 2018. 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.

13

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 2018.

4.8 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 2014. 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.

4.10 There are aspirations in the longer term for the electrification of the South Humber

Mainline to benefit both passenger services and freight traffic.

4.11 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 2017.

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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.

15

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.

5.10 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.

5.12 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.

16

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.

5.15 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

2017.

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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.

5.23 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.

5.24 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.

5.26 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.

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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.

5.29 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.

5.30 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

A1033.

5.32 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

M181.

5.34 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

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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.

5.35 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.

5.38 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.

5.40 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.

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Barton upon Humber Link Road (NL)

5.42 Through the development of the new Local Plan for North Lincolnshire, which is currently

in its early stages, the council is keen to see increased residential development at Barton

upon Humber. The development of Barton is naturally constrained by the Humber to the

north and the A15 to the west. The main industrial areas are on the eastern side of the

town and development land would be to the south/east of the town. There are long

standing concerns over traffic flows, particularly HGVs, using the town centre and their

interaction with pedestrians, cyclists and vulnerable road users. A new link road will be

required to unlock land for development and overcome existing infrastructure constraints.

This scheme is considered essential to deliver the planned housing growth whilst

maintaining the town as a popular place to live and work.

Great Coates Interchange upgrade (NEL)

5.43 The Great Coates Interchange is the final Highways England junction on the A180, before

the route transfers to local authority management. The junction currently suffers from

congestion during peak times and in order to bring forward a major employment site

located to the north of the A180 and strategic housing growth to the south, an

improvement to the Great Coates Interchange will be required.

5.44 Since the scheme will need to be developed in partnership with Highways England,

partnership working on potential options has already commenced to ensure that the

scheme does not act as a constraint to growth in the medium term.

Western Access Route (NEL)

5.45 Due to a strategic housing allocation of 1,500 dwellings to the west of Grimsby, there is

the need for a new access route to serve the development as existing neighbouring roads,

such as Great Coates Road, are already operating over capacity in peak periods.

5.46 There is the potential for the route to act as a new orbital route around Grimsby and, as

such, the Humber LEP has already funded a study considering potential options for the

alignment of the route.

5.47 The route is essential infrastructure in the delivery of the major housing growth in

Grimsby identified as part of the Local Plan.

I4: ENSURE THE HUMBER IS INTEGRATED INTO AND MAXIMISES THE OPPORTUNITY OF IMPROVEMENTS IN OTHER REGIONS

Medium Term

ECML – Hull Gauge Enhancement (Hull)

5.48 An aspiration to assist the development of the Port of Hull is the gauge enhancement of

the route from the ECML to Hull and the Hull Docks branch. Delivery of such a scheme

would allow the movement by rail of 9’6” shipping containers on ordinary container

wagons, significantly improving the economics of container movements by rail from Hull

Docks. Whilst delivering different benefits from electrification, the opportunity to deliver

gauge enhancement may arise at the same time as there is synergy between the two

schemes in terms of the need for works on bridges and other structures as well as tie in

with signalling, line speed and level crossing rationalisation. Delivering the work at the same

time as another rail scheme will also bring efficiencies as has been the case with the South

Humber Bank gauge enhancement project.

21

5.49 Recent indications from Network Rail are that this scheme for gauge clearance to the Port

of Hull will be completed by 2018.

I5: RESILIENCE AND EFFICIENT MAINTENANCE OF THE TRANSPORT NETWORK

Medium Term

A1077 South Ferriby improvements (NL)

5.50 Part of the A1077 is in close proximity to the south bank of the Humber Estuary near

Reads Island. The Environment Agency’s Humber Flood Risk Management Strategy (2008),

identified that this section of the A1077 is in serious danger from erosion into the River

Humber in the future.

5.51 The route is well used by local communities and provides essential access to the cement

works at South Ferriby and, as a result, a solution is required in order to avoid the closure

of the road and the consequent impacts on residents and employment at the cement

works.

Melton Ross Railway Bridge replacement (NL)

5.52 The Melton Ross Railway Bridge is an essential piece of infrastructure on the A18, linking

Scunthorpe with the Ports of Immingham and Grimsby. The bridge also provides the

primary access route into Humberside International Airport (which as noted earlier is a

key economic asset for the whole of the Humber LEP area). The bridge is currently in a

weakened state and temporary propping has been installed to lift the weight limit on the

bridge and open it up to all traffic again. This is only a temporary solution and a new

structure is required to overcome any future issues. A number of accidents have occurred

at the A18/B1211 junction, due to poor visibility caused by the proximity of the junction to

the railway bridge. A new structure and realigned section of road would have the

additional bonus of addressing the accident record at this location.

South Humber Gateway structural maintenance (NL)

5.53 The South Humber Gateway, including Able Marine Energy Par provides the greatest

opportunity to grow the economy, not only in North Lincolnshire but across the Humber

region as a whole, through the creation of high value jobs in the renewable energy sector.

The government has invested approximately £88 million in the A160/A180 Port of

Immingham, highlighting the national economic importance of the South Humber Gateway.

However, the asset management process has highlighted that the local highway network,

immediately adjacent to the A160 is in an extremely poor condition. The roads requiring

structural maintenance are Eastfield Road, Chasehill Road, Haven Road and Rosper Road.

The roads already carry large numbers of HGVs and provide access to the oil refineries, C-

Ro Ports Killingholme and the development sites for the Able Logistics Park and Marine

Energy Park.

5.54 In order for the area to reach its full potential and complement the £88 million investment

in the A160/A180 Port of Immingham Improvement Scheme, there is a need to resurface

the carriageway and provide junction improvements at Eastfield Road/Chasehill Road and

Rosper Road/Haven Road to ensure the resilience of the network and improve access to

key employment sites.

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A15 South (NL)

5.55 In addition to the long-term aspirations to improve all of the A15 south from Scunthorpe

to Lincoln, there is a need to carry out some localised improvements independently of this.

There is an existing accident problem on sections of the A15 in North Lincolnshire with

lorries over-running the edge of the carriageway. Improvements, for example localised

widening schemes, are required to address this. It is anticipated that any works that were

carried out would ultimately be able to link into the wider aspirations for the route.

A180 and A1136 resurfacing and junction improvements (NEL)

5.56 The A180 is the main access point into Grimsby and Cleethorpes and also provides access

to port related uses to the north of the route and industrial uses to the south. It is

strategic road network until the Pyewipe junction (which intersects with Gilbey Road),

where it transfers to local highway network. Due to heavy traffic flows along the route,

including significant use by heavy goods vehicles, the Pyewipe Junction and adjacent

Westgate Junction are over capacity in peak periods and maintenance records show

considerable degradation of the carriageway surface. The route is also well used by

cyclists, but there is currently no off-road cycle provision in place meaning that cyclists are

forced on to the busy A180 dual carriageway.

5.57 The A1136 provides a strategic diversion route to the A180 and provides access to a

number of local facilities. As with the A180, there is considerable degradation of the

carriageway surface as well as significant queuing at key junctions in peak periods.

Furthermore, strategic housing growth is planned to the south of Great Coates Road

which will place additional stress on the route.

5.58 Consequently, there is the need to resurface the carriageway and provide junction

improvements along the two routes in order to ensure the resilience of the network and

to improve access between areas of housing and employment growth in Western Grimsby.

Long Term

New Sculcoates Bridge over River Hull (Hull)

5.59 The Sculcoates Bridge was built in 1874 and is narrower than the desired highway width. It

is a Grade II listed structure and, due to its present condition, a three tonne weight

restriction has been imposed. A new bridge will be required in future if developments

around the River Hull come forward, in order to overcome current sub-standard access

and the weight restriction in place.

I6: CREATE THE RIGHT CONDITIONS FOR BUSINESS GROWTH

Medium Term

Mini interchanges at district centres (Hull)

5.60 As Hull has high levels of sustainable transport use (21% using the bus or cycling on the

journey to work, compared with 11% nationally), there is the opportunity to build on this

success to make journeys by sustainable modes easier by creating ‘mini-interchanges’

combining improved waiting facilities and cycle parking with better information at district

centres within the city.

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5.61 As the district centres are located close to areas of housing growth, this scheme aims to

encourage greater sustainable mode use amongst both existing and future residents,

thereby delivering transport, health and sustainability benefits.

Actions within North Lincolnshire Freight Strategy (NL)

5.62 As identified in Chapter 2, freight and logistics are a key component of the economy in the

Humber, including in North Lincolnshire. North Lincolnshire Council has a Freight

Strategy to ensure that the demands and impacts of the freight industry are managed as

effectively as possible in order to grow the economy and mitigate impacts on quality of life

within the authority.

5.63 Following the recent approval of the ABLE Marine Energy Park and planned growth by

other major employers, there is the need to ensure that actions from the Freight Strategy

are implemented to ensure that anticipated growth in heavy goods vehicle movements

within North Lincolnshire and the wider area can be accommodated.

5.64 A key outcome of the document was the provision of additional lorry parking facilities,

particularly to the north/west of Scunthorpe and on the South Humber Gateway. The

existing facilities in the area are at capacity, which can lead to inappropriate parking.

Another action of the freight strategy was to undertake a signing audit on to key

destinations for HGVs and implement a consistent signing scheme across the authority.

Long Term

Park and Ride sites on remaining radial routes (Hull)

5.65 In the longer term, there is an aspiration to extend Park and Ride to each of the remaining

radial routes into Hull, providing a city wide service and supporting long term growth

aspirations both within Hull and from key surrounding areas.

Park and Ride on A16, A46 and A180 (NEL)

5.66 In order to support long term growth within Grimsby, there is an aspiration to provide

Park and Ride on the key radial routes into the town when demand reaches a level which

would justify the investment required. This would form part of a ‘whole town’ sustainable

transport strategy and could offset car trips within the town to permit future growth.

North East Lincolnshire Single junction improvement schemes (NEL)

5.66.1 North East Lincolnshire Council has identified several junctions within Grimsby which are

currently at or approaching capacity (including Hewitts Circus, Victoria Street, Love Lane

Corner, Peaks Parkway and Bargate) and which will require improvement in the long term

in order to enable future growth. Most of the junctions in need of upgrade are on the A16

and A46 which are part of the primary road network within Grimsby and hence

improvement is needed in order to promote connectivity both within Grimsby and on to

destinations in the wider sub-region.

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Appendix A: Schemes by Local Authority area

East Riding

The medium and long term schemes identified in the East Riding are as follows:

Medium term

A164 / Jocks Lodge junction improvements

A164 Swanland roundabout improvements

A1079 Shiptonthorpe roundabout improvements

A1079 Killingwoldgraves roundabout improvements

A1033 Saltend roundabout improvements

A1033 Hull Road roundabout, Hedon improvements

Long term

A164 / Great Gutter Lane / Riplingham Road junction improvements

B1232 corridor improvements between Willerby Square and the A164

A1079 Dunswell roundabout improvements

Hull

The medium and long term schemes identified in Hull are as follows:

Medium term

A1033 Stoneferry Road improvements

Park and Ride East Hull

Park and Ride North Hull

Northern Gateway roundabout improvements

Mini interchanges at district centres

Selby – Hull gauge enhancement

Long term

Park and Ride sites on remaining radial routes

New Sculcoates Bridge over River Hull

Orbital route improvements / ring road

A1165 Great Union Street improvements

North Lincolnshire

The medium and long term schemes identified in North Lincolnshire are as follows:

Medium term

Actions within the Freight Strategy for the South Humber Gateway / other main industrial areas

Berkeley Circle improvements

Brigg Link Road

Access improvements to Sandtoft Industrial Estate

A1077 South Ferriby improvements

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Melton Ross Railway Bridge replacement

North and South junctions on the M181 and M181 Detrunking

Burringham Road Roundabout

South Humber Gateway Structural Maintenance

A15 South

A18 Mortal Ash Hill

Long term

New rail link and station for Lincolnshire Lakes

Enhanced car parking at Barnetby Station

Barton upon Humber Link Road

Upgrade to A15 south

Introduction of direct franchised rail services to London

North East Lincolnshire

The medium and long term schemes identified in North East Lincolnshire are as follows:

Medium term

A180 and A1136 junction improvements

South Humber Enterprise Link (ABLE UK cycle route)

Garden Street Cycle Link and Cleethorpes Cycle Hub

Long term

Great Coates Interchange upgrade

Western Access Route

Park and Ride on A16, A46 and A180

Single junction improvement schemes

Introduction of direct franchised rail services to London (see North Lincolnshire)

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Appendix B: Linkages with SEP strategic priorities

Linkages with SEP strategic priorities

Outlined below are the six strategic priorities for infrastructure:

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

How the schemes being promoted by each authority contributes towards the strategic priorities

from the SEP is outlined in the table below.

Table B1.1 How schemes contribute to SEP strategic priorities

Scheme I1 I2 I3 I4 I5 I6

East Riding schemes

A164 Swanland roundabout improvements x x x x

A1079 Shiptonthorpe roundabout improvements x x x x

A1079 Killingwoldgraves roundabout improvements x x x

A1033 Saltend roundabout improvements x x x

A1033 Hull Road roundabout, Hedon improvements x x x

A1079 Dunswell roundabout improvements x x x x x

A164 / Great Gutter Lane / Riplingham Road junction improvements x x

A164/Jocks Lodge junction improvements x x x x x

B1232 corridor improvements between Willerby Square and the A164 x x x x

Hull schemes

A1033 Stoneferry Road improvements x x x x x

Park and Ride East Hull x x x

Park and Ride North Hull x x x

Northern Gateway roundabout improvements x x x x x

Mini interchanges at district centres x x x

Selby – Hull Gauge Enhancement x x x

Orbital route improvements / ring road x x x x

Park and Ride sites on remaining radial routes x x x

New Sculcoates Bridge over River Hull x x x x x

A1165 Great Union Street improvements x x x x

North Lincolnshire schemes

Actions within the Freight Strategy for the South Humber Gateway / other main industrial areas

x x

27

Scheme I1 I2 I3 I4 I5 I6

North and South junctions on the M181 and M181 Detrunking x x x x

Burringham Road Roundabout x x x

Berkeley Circle improvements x x x

Brigg Link Road x x x

A18 Mortal Ash Hill x x x

Access improvements to Sandtoft Industrial Estate x x x

A1077 South Ferriby improvements x x

Melton Ross Railway Bridge replacement x x

South Humber Gateway Structural Maintenance x x x x x x

Upgrade to A15 south x x x x

Direct Franchised rail services to London x x x x

New rail link and rail station for Lincolnshire Lakes x x x

Enhanced parking facilities at Barnetby Station x x x

Barton upon Humber Link Road x x x

North East Lincolnshire schemes

A180 and A1136 junction improvements x x x

Access to Employment Zones (Tranche 2) x x

South Humber Enterprise Link (ABLE UK cycle route) x x x x

Garden Street Cycle Link and Cleethorpes Cycle Hub x x

Great Coates Interchange upgrade x x x x

Western Access Route x x x

Park and Ride on A16, A46 and A180 x x x

Single junction improvement schemes x x x x x