KENT CORRIDORS TO M25

ROUTE STRATEGY STORYMAP

Side on view of the white dover cliffs on the left and the English Channel on the right.

This StoryMap is an abridged version of our full-length PDF reports. To view the PDF and to also provide your feedback, please see the links at the end of this interactive report.

In this report, we detail the route context, current constraints on the route, and opportunities for improved connections with local roads and rail links. We set out intelligence-led route objectives aligned with the Department for Transport's six strategic objectives. These objectives aim to ensure the route can serve its function, while mitigating the identified constraints and challenges. They conclude with locations for further consideration to achieve the route objectives. The route objectives and locations for further consideration will be presented to the Department for Transport to inform future decision-making about investment planning through the Road Investment Strategy (RIS). It should be recognised that not all aspirations outlined in this report can be funded or delivered.


The route


The Kent Corridors to M25 route provides access to the key international gateways of Dover, Folkestone, Sheerness, the Channel Tunnel, and the Thames ports (London Gateway and Tilbury), which form part of the Thames Freeport. It covers approximately 145 miles of the Strategic Road Network (SRN) within Kent and Essex.

The M20/ A20 and M2/A2 form corridors connecting the Channel Tunnel, Folkestone and Dover to the M25. The A249 spur from the M2 provides a link to Sheerness. The A13 / A1089 connects Tilbury Port to the M25, and provides a link to DP World London Gateway, all of which form part of Thames Freeport. The M20 and M2/A2 both provide onward connection to the Dartford Crossing (via the M25 / A282), providing access to the Midlands and wider road network nationally, and in this respect are an integral part of the UK logistics network.

The route is situated within the County of Kent and the unitary area of Thurrock. It interfaces with the  M25 London Orbital and M23 route strategy , linking key international gateways to the M25 and the rest of the UK.

The route connects traffic to and from international gateways, as well as linking major conurbations in the county, such as Medway, Maidstone and Canterbury, to each other and the rest of the country. It also plays a significant role in local connectivity. For example, the A2/A20 in Dover provides a route for traffic to avoid the town centre.

The route runs alongside or through much of the Kent Downs Area of Outstanding Natural Beauty, a nationally protected landscape stretching from the White Cliffs of Dover to the Surrey and London boundaries. ‘Operation Brock’ is at times implemented on the M20 between Junctions 8 and 9 when there is cross-Channel disruption to help keep Kent moving and safely manage heavy goods vehicles (HGVs) travelling from the UK to the continent.

The M20/A20 and M2/A2 are used by HGVs travelling to and from the international gateways, and tourists for international travel. The A13 and A1089 are dominated by freight traffic.

The Dover Traffic Access Protocol is also sometimes activated on the A20 to minimise disruption from traffic using the Port of Dover; this protocol queues port-bound lorries in one lane of the A20 to prevent Dover becoming congested with traffic.

The route provides the primary access to significant urban areas of high-value economic activity, with wider geographic areas that have significant capacity for development. It also provides connectivity between these areas and other international gateways served by the M25 London Orbital, such as Heathrow Airport. The major road network and local road network work in combination with the SRN to support the movement of goods and people, particularly in providing alternative routes to and from the international gateways when there are incidents.

The route strategy is based on the road network as of the second road period (2020-2025). We recognise that some of the journeys on this route are part of longer trips and therefore need to be considered in conjunction with strategies on other routes.

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Challenges and issues


We recognise that there are existing challenges and issues on the network and these are outlined against the Department for Transport's (DfT's) six strategic objectives as part of the route strategy evidence base.

All our route strategies need to show how they contribute to the delivery of the DfT's six strategic objectives for our network, to ensure we meet future challenges. These help us create relevant, meaningful and effective strategies that address evolving concerns. Such concerns include decarbonisation, ecology, the need for new homes and the desire for a better-connected country.

1. Improving safety for all

Improving safety and minimising collision rates is a key consideration for all our routes.

International Road Assessment Programme (iRAP) Star Ratings.

The International Road Assessment Programme (iRAP) Star Ratings are based on road inspection data and provide a simple and objective measure of the level of safety which is ‘built-in’ to the road. The higher the star rating, the safer the road. iRAP Star Ratings are produced for each 100-metre section of road, based on detailed inspections of roadside features as well as traffic flow, speed, pedestrian/cyclist use and crash data.

Using the latest available data, it shows that the following sections of the route have the iRAP Star Ratings of 1 or 2:

  • A1089
  • A249 north of the M2
  • A2 between Aylesham and Dover

STATS19 data

STATS19 data are the statistical data published by the Office for National Statistics about personal-injury road traffic collisions reported to the police. STATS19 remains the most detailed, complete and reliable single source of information on road casualties covering the whole of Great Britain, in particular for monitoring trends over time.

STATS19 data shows that there are are a concentration of collisions on sections of the route where people were killed or seriously injured – including:

  • Coast-bound on the M20 between Maidstone and Ashford
  • Coast-bound on the M2 between the A249 and the A251

Key challenges

  • The A2 between Aylesham and Dover, A249 north of the M2, and A1089 have the lowest iRAP Star Ratings of 1 or 2
  • Highest collision rates and proportion of collisions where someone has been killed or seriously injured occurred at key locations on the coastbound M20 and M2
  • A higher percentage of collisions where someone has been killed or seriously injured involving walkers, cyclists or horse riders can be found on the A2 and A249, and involving motorcyclists on the A20, A2, A249 and M26
  • The orientation of the route can result in safety issues due to sun glare

2. Network performance

We want to improve journey times on route sections which currently experience high levels of delay and are expected to worsen in the future

Many sections of the Kent Corridors to M25 experience one or more types of delay. The lengthiest delays experienced on the Kent Corridors to M25 route are:

  • A249 Sittingbourne southbound to the M2 Junction
  • M20 Maidstone
  • A2 and A20 Dover
  • A2 at Gravesend

On the Kent Corridors to M25 route, delays are exacerbated by seasonality due to travel to coastal destinations and Europe via the Port of Dover and the Channel Tunnel, particularly:

  • on the A2 between Gravesend and the M25
  • around the Junction of the M20/M26
  • on the A2 on approach to Dover
  • on the A249 approach to M2 Junction 5

When there is disruption at the international gateways, freight traffic queues can extend onto the network, including through towns and residential communities. With forecast freight usage increasing, this will place additional pressure on already constrained facilities. Diversion routes are often less suitable for high volumes of freight or general traffic, which can result in secondary impacts, such as increased congestion, reduced air quality and increased noise. This lack of suitable alternative routes means that incidents can result in severe disruption across both the strategic road network (SRN), major road network (MRN), as well as on the local road network (LRN). Limited technology provision makes it more difficult to manage disruptive incidents and communicate information to users.

Some junctions suffer from delay when traffic diverts (or in some cases during typical operation), particularly where the MRN and LRN interact with the SRN. Junctions mentioned by interested parties include the:

  • M2 Junction 7 (Brenley Corner), due to there being no freeflow movement for traffic travelling between the M2 and A2
  • A2 Whitfield and Duke of York Roundabouts, due to insufficient capacity to accommodate traffic volumes
  • A13/A1089 Junction, the M2 Junction 3 (Bluebell Hill) and M20 Junction 6, due to rerouting traffic using the A229

National Highways has a suite of five regional traffic models (RTMs) covering England’s SRN. The models allow us to identify future performance and delay on the network. Data shows that delays are expected to worsen by 2031 at several locations, particularly the A2 and A20 at Dover and the M2 at Stockbury and Faversham.

The implementation of the Lower Thames Crossing scheme is expected to provide benefit to freight movement across the SRN within the Kent Corridors area with some sections of the strategic road network seeing higher or lower volumes of freight traffic.

Key challenges

  • Congestion related delay on sections of the A2, A249, M20 at Maidstone, the A2 and A20 at Dover, and the A13 and A1089
  • Local roads, including the MRN, that interface with the SRN can suffer from consequential impact of the lack of SRN alternative routes, and capacity and reliability issues
  • When there is disruption at the international gateways, freight traffic queues can extend onto the network, including through towns and residential communities
  • Diversion routes are often less suitable for high volumes of freight or general traffic, which can result in secondary impacts such as increased congestion, reduced air quality, and increased noise
  • Limited technology provision makes it more difficult to manage disruptive incidents and communicate information to users
  • Delay at junctions when traffic diverts (or in some cases during typical operation), particularly where the MRN and LRN interact with the SRN, include the M2 Junction 7 (Brenley Corner), the A2 Whitfield and Duke of York Roundabouts, the A13/A1089 Junction, the M2 Junction 3 (Bluebell Hill), and M20 Junction 6. LRN operation can also result in local traffic ‘junction hopping’
  • Delays are exacerbated by seasonality due to travel to coastal destinations and Europe, for example on the A2 on approach to Dover
  • Delays are expected to worsen by 2031 at several locations, particularly along sections of the A2 and A20 at Dover and the M2 at Stockbury and Faversham
Dusk side-on view of the Medway Viaduct with long exposure vehicle lights on the carriageway.

3. Improved environmental outcomes

We will protect environmentally important locations and reduce air quality and noise impacts on communities served by the route

The route has significant ecological, cultural and environmental sensitivities. The route runs alongside or through much of the Kent Downs Area of Outstanding Natural Beauty, a nationally protected landscape stretching from the White Cliffs of Dover to the Surrey and London border. There are also Special Areas of Conservation directly adjacent to the M20 and A2 at Folkestone and Dover respectively.

The route passes through and between numerous urban areas, creating severance and impacting walking and cycling. In terms of air quality, there are receptors within 100 metres of the strategic road network (SRN) which may be more likely to experience adverse air quality impacts on the M20 west of Maidstone and at Ashford, the A2 west of Canterbury at Boughton under Blean, and the A20 west of Dover.

There are receptors within 300 metres of the SRN which may be more sensitive to high noise levels on the M20 between Maidstone and Ashford and London-bound near Aylesford. Noise Important Areas (NIAs) have been identified along the route, for example the A2 and M2 Canterbury to Rochester, M20 Wrotham to Harrietsham, and A20 at Dover.

The proposed Lower Thames Crossing scheme is named within our  Net zero highways 2030/2040/2050 plan  as a key project to test and commercialise low carbon innovation and approaches to support the construction industry in meeting its net zero targets.

Some areas are also susceptible to adverse weather events, such as the A20 Folkestone to Dover, A249 Sheppey Bridge and M2 Junctions 2 to 4. Access to ports can also be affected by adverse weather conditions.

Key challenges

  • Reliance of freight movement on the road network to connect to the wider UK
  • Significant ecological, cultural and environmental sensitivities, particularly the Kent Downs Areas of Outstanding National Beauty and Special Areas of Conservation directly adjacent to the M20 and A2
  • Traffic related severance, noise and air quality can impact on local communities with existing Air Quality Management Areas and NIAs in place
  • Receptor locations most likely affected by poor air quality include sections of the M20, the A2 and the A20
  • Receptor locations most likely affected by higher noise are predominantly on the M20 around Maidstone, Ashford and Aylesford
  • Aspiration to minimise greenhouse gas emissions and building resilience to future climate change
  • There may be a risk of flooding on the A249 and on the M2 east of Gillingham, and susceptibility to adverse weather conditions
  • Access to ports affected by adverse weather conditions, resulting in challenges in crossing the Channel and associated SRN disruption due to delayed vehicles waiting to use the Ports of Channel Tunnel
View of St Marys Church, Kent

4. Growing the economy

The SRN has a critical economic function in supporting cross-border connectivity and areas with high levels of deprivation

In order to understand the economic and housing growth aspirations of the area along the route we have considered key growth locations, such as those held in local plans and freeports.

The Kent Corridor (M25 to Dover) is identified as part of the proposed UKNET, the strategic transport network for the whole United Kingdom, within the  Union Connectivity Review  led by Sir Peter Hendy CBE. It plays a pivotal role in international connectivity and trade, linking the UK and mainland Europe via Dover, Folkestone, Sheerness, the Channel Tunnel and the Thames Ports and Thames Freeport, and attracting significant freight movements as well as passengers.

There are high levels of planned housing and employment development within the region, notably around the Thames Estuary, Dartford, Gravesend, Tilbury, Maidstone, Sittingbourne, Canterbury, Ashford and Dover.

Kent and Essex are seen as affluent counties, but there are pockets of deprivation. Several Kent local authorities were ranked as category 1 authorities, including Gravesham, Swale, Canterbury, Dover, and Folkestone and Hythe. Despite levelling up being a key goal within the region around the route, the Kent corridors remain critical in also supporting levelling up across the UK as they play a key role in connecting people and jobs, and companies to customers internationally.

Key challenges

  • The route plays a pivotal role in international connectivity, linking the UK and mainland Europe via Dover, Folkestone, Sheerness, the Channel Tunnel and the Thames Ports (London Gateway and Tilbury), which form part of the Thames Freeport
  • The route provides the primary access to significant urban areas of high-value economic activity
  • There are dedicated economic opportunity areas at Dover and Sheerness, and planned growth at the Thames Freeport sites, Port of Dover and Medway Ports. High levels of planned housing and employment development within the region are expected to exacerbate pressure on the route
  • Congestion issues at various junctions could inhibit economic growth, with several Kent local authorities identified as government priorities for levelling up, including Gravesham, Swale, Canterbury, Dover, and Folkestone and Hythe
  • There is poor east-west connectivity via rail and slow links between Kent and the south coast, and a concentration of High Speed 1 services on a single corridor
Dusk view of the Port of Dover with water and docking berths in the background. Trucks are queuing to board in the midground with vehicles on the elevated section leaving the port in the foreground.

5. Managing and planning the SRN for the future

Road surface The measure for road surface condition has been updated for 2022/23 onwards. The condition is reported as one of our Key Performance Indicators and shows the condition of all available lanes of the main carriageway based on three elements of the road surface condition namely - the levels of surface rutting (caused by wheel tracks being formed in the surfacing), skid resistance (how slippery the road is) and longitudinal profile (how bumpy the road feels) with a target of 96.2% or more in good condition. At the time of publication, the road surface had a score of 96.7% in good condition, thereby meeting the national surfacing condition target.

This route consists of approximately 1,050 lane-kilometers of road surfacing. The surface condition across the route is considered to be sound, with 97% of pavement asset not requiring investigation for possible maintenance.

Bridges and structures There are 722 structures across the route, including bridges and large culverts. According to an analysis of current data, 96% of our structures are in very good or good condition.

Drainage Drainage assets are represented by both linear assets (for example underground pipes, channels, ditches, drains) and nonlinear assets (for example gullies and chambers). At national level, 90% of the drainage assets are in good structural condition and 87% are in good service condition.

Geotechnical features The geotechnical asset, comprising over 12,000 kilometres of earthworks embankments and cuttings carrying the road network is assessed through a programme of inspections and rated for its ability to provide the right level of safe functionality. The condition assessment of this asset is that 99.6% is in good condition to continue to function correctly.

Future developments We have been transforming our approach to maintenance through our Operational Excellence and Asset Management Transformation Programmes. Bringing our key asset maintenance decision making and planning activities back in-house so that our own staff are responsible for planning maintenance activities, along with improving the consistency of our end-to-end maintenance and asset replacement programmes, will bring significant benefits.

Operations We are establishing a nationally consistent approach to the management of our operational capability through our Operational Excellence change programme. This will deepen our understanding of how our interventions impact on the performance of the network and on the journeys of our customers.

Key challenges

  • Contributing toward the national target of 96.2% or more of carriageway being in good condition
  • Maintaining the good condition of the strategic road network’s geotechnical assets
  • Ensuring that drainage assets are maintained so that their good structural and service conditions can be upheld
View of Dover Port and the white cliffs in the background with Dover Town in the foreground.

6. A technology-enabled network

We will support improved communications and facilities for all

There is a lack of technology across the route. The route serves as one of the most important trading routes for the UK. An essential component of a resilient network is the ability to effectively divert traffic. There are a lack of alternative routes to Dover and Tilbury that are suitable for freight, and some diversion routes are less suitable for high volumes of freight or general traffic. This is particularly notable on the A2 due to route inconsistencies (variable route standard and number of lanes) and on the A249 and A229, which are used as informal links between the M20 and M2. A lack of technology to inform drivers of the best routes to use, and a lack of alternative routes to and from Dover and Tilbury, can result in secondary impacts such as increased congestion, reduced air quality and greater noise for local communities.

Almost all lorry parks within Kent were identified as being at critical levels of utilisation, which can lead to drivers visiting multiple rest stops before finding a space.

There are notable gaps in electric vehicle charging provision across the route, with the majority provided in urban areas, meaning strategic road network users have to divert.

Key challenges

  • Lack of technology across the route to inform drivers of the best routes to use, as some diversion routes are less suitable for high volumes of freight and/or general traffic
  • Lack of coordinated infrastructure to communicate conditions or issues to road users
  • Lack of technology to support operation
Red electric car being charged up with a plug in charger.

Initial route objectives


We want to provide safer and more reliable journeys for all those who use or live alongside our network on the Kent Corridors to M25 route, and help the region achieve its economic and housing growth ambitions. Based on our engagement and data analysis, we have defined six route objectives for the area.

We developed the route objectives based on:

  • feedback from customers and neighbors
  • opportunities to collaborate with other network operators
  • constraints and challenges
  • how best to contribute to the Department for Transport’s (DfT’s) six strategic objectives

Each route strategy includes a series of specific route-based objectives. These objectives, informed by extensive data analysis and engagement with customers and neighbours, set out our ambition for each route. Although route objectives are route-specific, they should also be considered in the context of our commitments and ambitions for the whole network, as per our Licence agreement. This means that, while we may identify certain locations within a route for further consideration, we will seek to address these locations in line with our ongoing commitment to achieving our safety, environmental and technology obligations across the strategic road network.

It should be noted that there is overlap between the objectives, and we recognise they cannot be considered in isolation from each other.

The below maps for each route objective are for illustrative purposes only and do not explicitly define the precise extents of objectives.

A. Support safe and efficient freight movement to and from air, rail, sea and freeports in the Kent Corridors

Objective

Support driver welfare, including supporting provision of appropriate driver facilities and reducing delay, particularly on the M2/A2, A249 and A13 / A1089

Outcomes

  • Regional and national economy supported through safe and efficient access to international air, rail and seaports
  • More freight parking and suitable welfare facilities for HGV drivers, and provision of holding areas
  • Improved reliability and fewer delays along the M2/ A2, A13 / A1089 and A249

DfT’s Strategic objectives

  • Improving safety for all
  • Network performance
  • Growing the economy

Timeframe based on the issues and constraints identified

Now

Unreliability of journey times and existing delays and queuing along the M2/A2, A13 / A1089 and A249

Future Road Periods

Anticipated increase in journey times, delays and queueing due to freight expansion plans

B. Support sustainable development within Kent and Thurrock

Objective

Support effective local and regional connectivity through improved integration with sustainable transport modes to minimise the impact of short distance trips from key growth areas and strategic development sites to benefit the economy

Outcomes

  • Improved reliability and fewer delays along the M2/A2 corridor, the M20 and the A13/A1089
  • Sustainable growth supported through improved multimodal connectivity
  • Benefits to local and regional economies through job creation and economic investment
  • Capacity and reliability issues addressed at interfaces with the Major Road Network (MRN)

DfT’s Strategic objectives

  • Network performance
  • Growing the economy

Timeframe based on the issues and constraints identified

Now

Existing delays and unreliability along the M2/A2 corridor, the M20 and the A13/A1089

Future Road Periods

Anticipated increase in delays due to growth in region, particularly at interfaces with the MRN

C. Promote the Kent Corridors as a region that sets the standard in supporting the use of technology

Objective

Improve communication technology to better inform users during periods of disruption, providing an enhanced end to end journey experience on the Kent Corridors. Maximise the use of emerging technologies to support the net zero economy, and use schemes such as the Lower Thames Crossing to test low carbon innovation and approaches

Outcomes

  • Improved communication of up-to-date route conditions to customers, to re-route vehicles during periods of disruption if required, or encourage sustainable choices
  • Drivers better informed of conditions along the route and at Portals, rest areas and international gateways
  • Effectively accommodated and protected network for changing freight needs
  • Improved provision of and information on electric vehicle and alternative fuel charging

DfT’s Strategic objectives

  • Network performance
  • Managing and planning the SRN for the future
  • A technology-enabled network

Timeframe based on the issues and constraints identified

Now

Existing delays and queueing during periods of disruption. Existing lack of alternative fuelling infrastructure

Future Road Periods

Anticipated increase in delays and queueing due to growth in region. Lack of provision for future technologies, international gateways unable to operate efficiently

D. Improve resilience of routes from Dover, Sheerness, Tilbury and Thames Gateway Ports to the M25

Objective

Provision of safe, suitable, and efficient routes to improve resilience between the M20/ A20 - M2/A2 corridors and A13/ A1089, improving journey time reliability and reducing impact on the Local Road Network

Outcomes

  • Improved reliability of link(s) between the M2/A2 and M20/A20
  • Improved resilience with alternative routes that are of a suitable standard for high volumes of freight
  • Reduced delay points on the corridors, such as the M2 Junction 7 (Brenley Corner), A2 Whitfield Roundabout, A13/A126
  • Improved connectivity through supported schemes

DfT’s Strategic objectives

  • Improving safety for all
  • Network performance

Timeframe based on the issues and constraints identified

Now

Existing delay and safety on A2/M2 between Aylesham and Dover, and A13/A108. Lack of reliability of link(s) between M2/ A2 and M20/A20, existing delay at M2 Junction 2 and M20 Junction 6

Future Road Periods

Anticipated increase in delays and reduction in reliability

E. Promote sustainable connectivity in region

Objective

Improve connectivity to ports and airports and the rail network (including access to high-speed services and east-west connectivity), to broaden mode and route choice and reduce vehicle use where possible

Outcomes

  • Improved connectivity on east-west routes and across the River Thames Estuary, and improved active travel connectivity
  • Improved connectivity to commuter settlements by public transport
  • Increased sustainable travel options to international gateways
  • Reduction in severance impacts on walkers, cyclists or horse riders

DfT’s Strategic objectives

  • Network performance
  • Improved environmental outcomes
  • Growing the economy
  • Managing and planning the SRN for the future

Timeframe based on the issues and constraints identified

Now

Existing demand for facilities to support sustainable travel modes

Future Road Periods

Increasing demand due to growth in region

F. Be a better neighbour by safeguarding the environment and reducing the impact of poor air quality and noise on local communities including Dover, Maidstone, Aylesford, Ashford and Canterbury

Objective

Support schemes that reduce the impact of travel on neighbours, and protect areas with environmental designation around the route, notably the Kent Downs Area of Outstanding Natural Beauty (AONB) and Special Areas of Conservations, which lie directly adjacent to the M20 and A2

Outcomes

  • Working with partners to maximise natural capital and achieve biodiversity net gain
  • A climate resilient network that improves the way we respond to and plan for environmental conditions

DfT’s Strategic objectives

  • Improved environmental outcomes

Timeframe based on the issues and constraints identified

Now

Impact of SRN and its users on the environment of neighbouring designated landscapes and communities

Future Road Periods

Continued impact of SRN and its users on the environment of neighbouring designated landscapes and communities

Kent Corridors to M25 Initial Route Objectives

How the route objectives map to the DfT’s strategic objectives for the route


Locational areas for future consideration


We know the importance that investment in our network can make locally, regionally and nationally. It can make areas more attractive for inward investment, unlock new sites for employment and housing and facilitate regeneration. It can also ease congestion, improve our customers’ journeys and support environmental improvements.

We outline our proposed locational areas for further consideration, which will be explored in future road periods to achieve the Kent Corridors to M25 route objectives and the Department for Transport’s (DfT) six strategic objectives. These do not represent a commitment as funding will be considered as part of the development of the third Road Investment Strategy (RIS) and beyond, as well as other investment processes. Furthermore, they do not represent a final list of our potential investment locations and will be refined in our final Route strategy overview report, published alongside our RIS3 Strategic business plan and Delivery plan for 2025-2030.

Locational areas for further consideration

The adjacent map highlights current RIS2 schemes, any applicable RIS4 pipeline schemes and locations for future consideration. Click on sections on the map to find out more information.

RIS2

RIS2 schemes are committed by the DfT to be delivered as part of the Road Investment Strategy. The statement of funding confirmed that £24 billion will be provided during the second road period (2020-2025) to deliver this work, noting that some RIS2 commitments will continue into the third road period (2025-2040).

RIS4 pipeline

RIS4 (2030-2035) pipeline schemes, previously earmarked for RIS3 (2025-2030), will continue to be developed in line with our statutory processes and considered for inclusion within RIS4. These are potential future schemes originally identified by National Highways and set as part of RIS2 by DfT. These schemes are not currently committed for construction.


Next steps


Our route strategies allow informed decisions to be made about our network. They have informed our  Strategic Road Network (SRN) initial report , which sets our vision and priorities for the third road period (2025–2030) and beyond (from 2030). They are a forward planning tool for National Highways and our interested parties in their decision making, helping identify locations on our network for further consideration to inform investment opportunities, as well as to support decisions in prioritising potential solutions to enable us to continue to operate and maintain our network. For both the Route strategy initial overview reports and the  Connecting the country: Our long-term strategic plan to 2050  , there will be an opportunity for stakeholders, road users and communities to provide their feedback. This will be alongside the Department for Transport’s separate consultation on the  SRN initial report  published at the same time. The 20 finalised Route strategy reports and Our long-term strategic plan to 2050 will be published by 2025, the end of the current road period (2020-2025), informing the Strategic business plan and the Delivery plan.


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