PASSENGER TRANSPORT REPORT 2001/02

CONTENTS

FOREWORD *

KEY FACTS 2001/02 *

1. INTRODUCTION

2. POLICIES AND PLANS

2.1 Local Transport Plan

2.2 Public Transport Policies

3. BEST VALUE

4. PUBLIC TRANSPORT

4.1 Bus Services

4.1.1 Introduction

4.1.2 Bus Service Issues 2001/02

4.1.3 Serving New Developments

4.1.4 Concessionary Fares and Hampshire Farepass

4.2 Quality Partnerships

4.3 Rail Services

4.4 South Hampshire Rapid Transit

4.5 Air Services

4.6 Coaches and Taxis

4.7 Community Transport

5. PUBLIC TRANSPORT INFORMATION

6. PUBLIC TRANSPORT INFRASTRUCTURE

7. PUBLIC TRANSPORT PROJECTS - ROMANSE/PEPTRAN/PRISCILLA/TACIS/CIVITAS

8. EDUCATION TRANSPORT

Appendices:

1. Public Transport Policies - The 7 Key Aims *

2. The Best Value Review of Passenger Transport - The Outcomes *

3. Annual Support Costs for County Council Contracts - by Operator *

4. Annual Mileage and Support Costs for County Council Contracts - by Tendering Area *

5. Expenditure on Education Transport *

6. Dial-a-Ride Schemes *

7. Concessionary Fare Schemes *

8. Passenger Rail in Hampshire *

9. South Hampshire Rapid Transit - Proposed Network *

* These are not included at this stage but will be added before publication.

1. INTRODUCTION

1.1 The Passenger Transport Report highlights the work of the County Council in supporting and developing public transport in Hampshire. It is produced annually to provide a useful summary of the Council's activities in this important area over the past year and the way ahead for the coming 12 months. The report also details the national and local policy framework for passenger transport and explains the link between this document and the Local Transport Plan which sets out the Council's overall plans for the transport network in Hampshire for the coming 5 years. The aim is to produce a concise yet comprehensive Passenger Transport Report and as usual comments are invited on both its contents and presentation. The report is also available on the Council's website www.hants.gov.uk/environment/transport.

Keeping Hampshire Moving

1.2 The County Council has a major role to play in the daily task of ensuring a good public transport network across Hampshire, made up of buses, trains, ferries and voluntary sector vehicles. Most public transport services continue to be provided by commercial companies, but there is an increasing role for the Council in working in partnership with operators and others to influence the service that is provided. At the same time the County Council spends a total of £22 million per year in supporting around 15% of the bus services operating in Hampshire, providing school transport for 15,000 children each day and contributing to the cost of 14 dial-a-ride schemes. The Council also works closely with the rail industry to improve services and station facilities in Hampshire. All of this requires a coordinated approach to planning and a responsive approach to operational issues that arise on a day to day basis, to ensure that transport is tailored to meet specific needs, and operated in a safe and reliable manner.

1.3 Whilst the majority of Hampshire's commercial bus network has remained relatively stable, in 2001 the local bus industry has faced many cost pressures which have resulted in the deregistering of commercial bus services in certain parts of the county. In these instances the County Council has responded with additional funding and measures in order to sustain the bus network.

National and Local Policies

1.4 The Transport Act 2000 now provides the policy framework at a national level. The Act does not substantially alter the regulation of passenger transport but it strengthens the power of local authorities in respect of public transport information and integrated ticketing schemes. It also puts quality partnerships between local authorities and operators on a statutory basis, which is helpful in moving forward the schemes being developed with operators.

1.5 Hampshire's five-year LTP was well received by Government, and the accompanying settlement is funding investment in a wide range of transport improvements, including passenger transport projects. The LTP only funds capital projects however, so funding for bus services will still rely on the County Council's own revenue budget. This means that the use of these funds will have to be targeted carefully, making optimum use of a cash-limited budget. The review of public transport policies in 1999/00, the emerging bus strategy and the Best Value review of passenger transport will guide the Council's spending so that it reflects the priorities expressed by the public and other stakeholders.

Best Value

1.6 The County Council, like all local authorities, is required to review the services it delivers to local residents over a five year period. The Best Value review process is designed to be rigorous, resulting in services being delivered to clear standards by the most effective, economic and efficient means available, and putting in place a process of continuous service improvement.

1.7 The review of passenger transport is now complete and an Action Plan sets out an agenda for change, so that the Council's approach is more closely aligned to the views of the residents of Hampshire and other stakeholders. The public consultation carried out as part of the review was very illuminating and has helped to shape the approach and priorities for the future. The public see the County Council's involvement in passenger transport as extremely important and feel that it should concentrate on reducing social exclusion; yet they are critical of many aspects of public transport - especially bus services - so there is much scope for improvement.

1.8 The Best Value review of passenger transport was subject to a thorough inspection by the Audit Commission and its reaction was very positive. Its conclusion being that the County Council provided a good service, likely to improve. In order to deliver these improvements the Council will be working hard over the next four years to put the Action Plan into practice and progress will be reported each year.

Quality Partnerships

1.9 Under the Transport Act 2000, local authorities must develop a safe, integrated, efficient and economic public transport network. Tools to deliver this include the Local Transport Plan and bus strategy. The County Council recognises that Quality Bus Partnerships (QBPs) are an effective way of working with operators to improve the quality of their commercial services and meet the objectives set out in the Local Transport Plan.

1.10 Quality Bus Partnerships are agreements with transport operators whereby both parties agree to target investment on a particular route or corridor to improve the `total journey experience' for passengers. Bus operators can introduce new vehicles, improve service frequencies, brand services and provide feedback on passenger growth. In turn the County Council can offer improvements to infrastructure such as bus lanes, improvements to bus stations, bus stops and travel information.

1.11 Through the range of QBP schemes being progressed with operators it is aimed to increase passenger numbers, attract people out of their cars, reduce traffic congestion and pollution, and enable operators to generate revenue for further investment.

Do You Have Any Comments?

1.12 Your views would be valued on the Passenger Transport Report and the activities that it outlines. If you wish to comment, please write to:

Martin Robertson

Head of Passenger Transport

County Surveyor's Department

Hampshire County Council

The Castle

Winchester S023 8UD.

2. POLICIES AND PLANS

2.1 Local Transport Plan

2.1.1 As well as specific transport responsibilities and powers, Hampshire County Council has broader responsibilities to consider the role of passenger transport in the context of local and strategic transport planning.

2.1.2 The County Council produced its first full Local Transport Plan (LTP) which was submitted in July 2000 to the Department of the Environment, Transport and the Regions (DETR), now the Department for Transport, Local Government and the Regions (DTLR). The LTP is an important policy document as it:

· sets out plans and proposals to improve Hampshire's transport infrastructure, which are in line with Government and County Council objectives and policy

· acts as a bid to Government for funds for major transport schemes; and

· covers a five year period from 2001 to 2006.

2.1.3 Consultation was an important part of the preparation process. The County Council worked with all 11 district councils, as well as a wide range of interests, including businesses, transport operators, government agencies and user groups.

2.1.4 The Government's response to Hampshire's LTP was very positive. It was described as comprehensive and thorough and `one of the best we have seen'. Subsequently the County Council was awarded the status of `Centre of Excellence for Integrated Transport Planning'.

2.1.5 In financial terms the County Council was allocated £23 million in 2001/02, with indications of similar sums available for the remaining four years of the plan. This will be spent on maintaining Hampshire's roads and bridges and investing in a range of projects to improve road safety and to encourage people to walk, cycle and use public transport as alternatives to using their cars.

2.1.6 Passenger transport projects include:

· major improvements to Eastleigh Bus Station, now completed;

· the A3 Public Transport Priority Corridor between Horndean and Portsmouth;

· Quality Partnership schemes on other major bus corridors;

· improvements at rail stations, in partnership with the rail industry;

· grants to community transport operators to purchase new vehicles; and

· Hampshire's contribution to developing Traveline, the national public transport enquiry system.

2.1.7 The County Council does not have to submit another Local Transport Plan until 2005 but does have to compile an annual progress report, showing its progress towards meeting the targets set in the Plan. These targets include reducing the rate of traffic growth and increasing public transport use. The headline target is to increase the use of public transport by 25% from a 2000 base year. This emphasises the need to work in partnership with transport operators to deliver a real improvement in the quality and use of bus and train services.

2.2 Public Transport Policies

2.2.1 The County Council's public transport policies form part of the policy framework in the Local Transport Plan. These policies were reviewed in 1999/00. The process involved the County Council taking a fresh look at how it carries out its passenger transport role.

2.2.2 A consultation document was prepared and widely circulated. The results of consultation were very encouraging, with a good level of support for the proposed approach. Some modifications were made to the policy framework to reflect comments made and it was then adopted by the County Council in April 2000. It is based around seven key aims, designed to guide all that the County Council seeks to achieve through its support for public transport. These key aims are set out in Appendix 1. There is a set of specific policy objectives for each of the key aims, to show clearly how each of the aims would be pursued. These were shown in full in the Passenger Transport Report 2000.

2.2.3 The new policies are being put into practice through a series of strategies, which cover the various aspects of passenger transport:

· Bus Strategy

Currently under development, this will assess the needs of communities, define target service levels and prioritise key corridors for the development of quality partnerships.

· Rail Strategy

This embraces the Rail Infrastructure and Services `Blueprints' adopted by the County Council in November 1999, which set out a strategy for developing the role of passenger rail in Hampshire.

· Ferry Strategy

Based on a consultant's report this will set out how local ferry services can play a more effective part in meeting local transport needs.

· Accessible Transport Strategy

Developed over a two year period, involving extensive consultation, this was adopted by the County Council in 2000. It ensures that the needs of disabled people are fully taken into account in transport provision.

· Community Transport Strategy

This is currently being developed in tandem with the Community Transport Development Plan. It will identify the role of community transport, how best it can be supported, and how it can be developed and integrated with other transport modes.

· Public Transport Information Strategy

This will set out how the County Council will work in partnership with other stakeholders to ensure that up to date public transport information is readily available through a variety of media.

These strategies are being developed in line with the Best Value Action Plan.

2.2.4 Passenger transport has a key role to play in reducing car dependency. The policy framework and supporting strategies will guide the implementation of measures to enhance the quality of service provided to ensure that passenger transport is an attractive, effective and credible alternative to car use.

3. BEST VALUE

3.1 The County Council is committed to ensuring that Best Value makes a real difference to the people of Hampshire. Best Value reviews have to be undertaken by local authorities on all of the services they provide, within a five year rolling programme. In essence, the review process offers the County Council four key opportunities:

· to challenge the way we do things now;

· to compare our performance with the best alternatives;

· to listen more closely to what our community has to say; and

· to be more innovative in the way we deliver services.

3.2 The process will ensure that services are delivered to clear standards by the most effective, economic and efficient means available. The Best Value review of passenger transport was seen as a high priority, as a survey of Hampshire residents had shown that local bus services were viewed as clearly in need of improvement.

3.3 The review commenced in May 2000 and was completed in March 2001. It involved a wide range of stakeholders, including representatives of transport operators, district councils, parish councils, user groups and the voluntary sector. Public consultation was also an important part of the process. A specialist company arranged four focus groups of public transport users and two groups of non-users to find out what the public thought about the services at present, what the County Council's role should be and what they thought should be the priorities for the future.

3.4 The key findings of the review were:

· The public see the County Council's involvement in public transport as extremely important. They feel that the primary aim within the current budget should be to reduce social exclusion, by providing transport opportunities for people without access to their own transport.

· The pursuit of environmental aims, by expanding the provision of local bus services to meet the County Council's overall transport objectives in terms of a shift from car use to public transport use, will therefore require the identification of new funds.

· There is a poor perception of many aspects of public transport, with much scope for improvement. The public cannot readily distinguish between contracted and commercial bus services and their criticisms apply to both.

· The performance of the County Council compares favourably with other authorities, although a range of different approaches make direct comparison difficult.

3.5 In some areas of work on passenger transport it was concluded that there was a need for a change of approach. As part of the Best Value process an Action Plan has to be drawn up, detailing how services will be improved over the next four years. A list of the 17 key outcomes in the Action Plan is included in Appendix xxx. The full Action Plan highlights:

· The need to conduct a fundamental assessment of travel needs to allow an assessment to be made. Firstly, on whether the County Council's current level of activity and budget in relation to passenger transport is appropriate and secondly, where adjustments to be service provision ought to be made.

· The need to identify additional sources of funding to allow expansion of local bus services and facilities to meet the County Council's overall transport objectives in terms of increased use of public transport as an alternative to the private car. The consultation work demonstrated that the alternative option of transferring funding away from services designed to meet social need would not be a desirable way ahead.

· The need to build more effective working partnerships with operators. This is vital as 85% of the bus network and all of the rail network are commercially provided and the Council's success in raising overall perceptions of public transport is going to largely depend on the success in gaining their commitment in this respect.

· The need to look for more innovative, flexible and efficient ways of meeting public transport needs as an alternative to the conventional bus service, particularly where needs are dispersed, such as in rural areas.

· The need to review the approach taken on public transport information and publicity, and implement an approach which provides a more effective way of presenting and communicating this material to both users and non-users.

· The need to review the current minimalist approach taken to the maintenance of public transport infrastructure (stops, shelters, etc) and find a way forward in partnership with commercial providers, parish and district councils, and operators which will improve the `shop window' of the public transport network.

· The need to improve the quality of supported services by raising the standards required, and improving performance monitoring. There is also a need to encourage competition for such services to allow a better choice of operators and lower overall costs.

· The need to develop an equitable community transport sector across Hampshire and to ensure that such provision effectively crosses county and district boundaries.

3.6 Overall the review suggests that there is evidence that the County Council has an important role to play with regard to public transport and that in most respects its priorities are broadly in line with the expectations of stakeholders and the community. There is, however, plenty of scope for improving the delivery of the service, both as a Council and in partnership with the private sector.

3.7 The review was subject to a thorough inspection by the Audit Commission and the reaction was very positive, its conclusion being that this is a good service which is likely to improve. The County Council now has to ensure that its Action Plan is put into practice and that targets are met. This process is already underway and progress will be reported annually.

Other Best Value Transport Reviews

3.8 Best Value Reviews of Home to School Transport and Social Services Transport were undertaken in parallel with the review of Passenger Transport. Close links between the review teams ensured a consistency of approach and provided a means to explore common issues and opportunities. To look at strategic issues in the procurement of passenger transport within the Council as a whole, a `cross-cutting' review was coordinated by the Chief Executive. This has resulted in an Action Plan which includes:

· Establishing patterns of transport in sample urban and rural areas in order to take action to improve integration across a wide range of partners.

· Integrating the management of Social Services transport in a similar way to the management of Education transport within the Passenger Transport Group.

· Investigating potentially more flexible approaches to home to school transport.

· Considering experimenting with a County Council bus fleet in order to increase competition in the market.

· Improving communication, in particular developing the role of parish councils.

3.9 Best Value is already making a very positive contribution to the evolution of the County Council's approach to passenger transport. It will lead to healthy partnerships between local authorities and the private and voluntary sectors. It will also ensure a strong customer focus, strengthening accountability to local people and driving a process of service improvement.

4. PUBLIC TRANSPORT

4.1 Bus Services

4.1.1 Introduction

The commercial bus network represents an estimated 85% of the total bus mileage in the county. Four main operators provide the majority of commercial services: First Hampshire, Solent Blue Line, Stagecoach and Wilts & Dorset. The network has been relatively stable but owing to the pressures of rising operational costs and the collapse of one medium-sized bus operator there has been some deregistration of commercial services over the pas year and this trend is expected to continue.

In terms of service provision south Hampshire benefits from a higher frequency of service than much of the north and a more dense route network, affording more journey opportunities. This reflects the higher population density in the south. In other respects service quality is broadly similar. Low floor vehicles have already been introduced around Eastleigh, Winchester, Fareham, Havant and Waterlooville, with more coming into service elsewhere.

Contracts for over 200 bus services complement the commercial network, mainly in rural areas but also in urban areas in the evenings and on Sundays. These services are provided by some 30 operators and represent around 15% of the bus mileage in the county. Most contracts are reviewed and retendered every four years. A programme of passenger surveys and consultation with parish and district councils provides opportunities for continual evaluation and improvement.

The £4 million allocated for support of bus services in 2001/02 is supplemented by £1,142,000 of Rural Bus Subsidy Grant (RBSG). Developer contributions negotiated for bus service provision to new residential, commercial and retail developments add to the budget as sums are released when developments commence.

The County Council secures home to school transport for 15,000 pupils with a budget of £16.3 million in 2001/02. Opportunities to integrate mainstream school transport flows with the public transport network are pursued wherever possible. The bulk purchase of season tickets is cost-effective for the authority, whilst the additional revenue helps to maintain the viability of commercial and supported bus services.

The Passenger Transport Group's two inspectors carry out some 10,000 checks on local bus service contracts each year. Incidents such as early or late running are raised with operators and penalties are levied where appropriate. A team of surveyors also monitor usage of contract services through on-board passenger interviews, particularly when contracts are due for renewal.

District and parish transport representatives are notified of service changes and are consulted prior to area retendering exercises. Members of the public raise any difficulties with bus services with the County Council. The Group takes positive action on contracted services and complaints about commercial services are also passed on to operators.

4.1.2 Bus Service Issues in 2000/01

Bus Revenue Support - Budget Pressure

During the past year there has been increasing pressure on the budget for supporting local bus services. These pressures have arisen from the:

· withdrawal of commercial services;

· early termination of contracts;

· increases in contract prices, considerably in excess of inflation.

The trend has continued and become more severe, increasing the pressure on the budget. This situation is not unique to Hampshire and many other local authorities are facing similar problems.

The County Council has taken action to address the problem by:

· making some reduction in services where passenger use has fallen to low levels or alternative services are available;

· seeking contributions from district councils to retain services in their areas;

· reducing expenditure in other areas of the public transport revenue budget;

· increasing the budget for supporting bus services by over £100,000 in 2001/02; and

· making representations to Government on the need to provide adequate funding for local bus services.

Budget pressure is likely to continue beyond 2001/02 and the County Council is planning ahead by:

· developing its bus strategy which will set the overall approach to bus service support;

· commissioning a study of transport needs in Hampshire to ensure that service provision reflects need and levels of use;

· integrating transport provision to meet different needs to maximise use and increase efficiency. This will initially be through the TESTBED project in Test Valley; and

· investigating the increased use of more flexible, innovative and efficient ways of providing passenger transport services.

Despite this the rate of increase in costs very high and, pending the outcome of the County Council's budget-making process for 2002/03, there may be a need to make some targeted reductions in supported services. Such changes will be made in a way that minimises inconvenience to users of the network.

Area Retendering

· Fareham and Gosport

Contracts for subsidised services were renewed in April 2001, with minor economies where services were carrying fewer passengers. Cost increases were contained to a level broadly in line with inflation.

· Basingstoke

Retendering from August 2001 resulted in a substantial rise in costs. Not all of the extra costs could be met from the bus service support budget but additional funding was identified with Basingstoke and Deane Borough Council contributing further support on a new partnership basis. This has avoided the need to reduce services to stay within budget. The Borough Council and County Council now fund evening services jointly.

Commercial Bus Services

Most operators have maintained relatively stable commercial services, which make up around 85% of the whole network. However, Stagecoach in Hampshire significantly reduced a number of services in the Winchester and Andover areas in August 2001. Substantial County Council funding was needed to maintain a reasonable level of service on certain routes, including Winchester-Stockbridge and Andover-Salisbury.

Staff shortages, cost pressures and industrial action

A recurring theme has been the difficulty which most operators face in recruiting bus drivers. Staff shortages have led to periods of unreliability in several areas of the county. Increased wages help but are not the whole answer and can only be paid for by higher fares and/or increased financial support. At certain depots, failure to agree on a new wages and service conditions package has led to strike action for the first time for some years. Operators have also suffered above-inflation cost increases in other areas, such as insurance. These cost pressures faced by operators mean that further commercial deregistrations cannot be ruled out.

Tillingbourne Bus Company

In March 2001 the County Council was advised at short notice by Receivers that the Tillingbourne Bus Company was being placed in receivership and services would cease. It was initially hoped that the business would be acquired as a whole but this did not happen. Nine services in Hampshire were affected, as well as others in Surrey and neighbouring authorities. No other operator was willing to provide services commercially but the County Council worked hard to replace services as soon as possible, by awarding emergency contracts to a number of operators. Subsequently a revised tendered network was implemented in June 2001. Whilst services have been retained, costs have risen significantly.

TESTBED

This project in the area west and north of Andover will trial a new approach to the provision of supported services. Dedicated vehicles will be supported by a call centre to provide more frequent rural services on two routes, with diversions on request to provide a door-to-door service. The project is funded by a successful bid under the Rural Bus Challenge scheme and will commence operation in spring 2002.

Plans for 2002

· Contracts for supported services in three areas will be retendered under the County Council's rolling programme, with implementation as follows:

· New Forest Spring 2002

· Alton April 2002

· Havant June 2002.

· It is likely that there will be a need to respond to changes to the commercial bus service networks around the county. Although the major bus operators are sometimes willing to discuss their plans well in advance of the statutory six weeks registration period, there is no requirement for them to do so. It is therefore unclear what the extent of service changes may be but a number of reductions in marginal commercial services are expected, which will need to be assessed in the light of the availability of revenue support.

· There will be further development of the Quality Partnerships with bus operators, to strengthen the key bus routes around the county, building on the good results already achieved. By this means the Council will be able to influence the quality of service on commercial routes and make the bus a more attractive proposition for car users.

4.1.3 Serving New Developments

Through the planning process for major new housing, retail and business developments the County Council works to ensure that alternatives to car use are fully considered. Financial contributions from developers are secured to improve or provide facilities where required. Examples of developer contributions used to enhance public transport include:

· Aldershot Bus Station: the new bus station opened in 1998 was provided by developers. It replaced an out-dated facility, the site of which was redeveloped for housing.

· Basingstoke: a new bus station will be provided as part of the major redevelopment of the town centre, whilst developers will pay for new bus services to the housing development at Taylor's Farm and Kennel Farm.

· New rail stations: part of the costs of the proposed new stations at Chineham and Chandlers Ford will be met by developer contributions.

Developer contributions will be an increasingly important source of funds in the years ahead. Negotiations with developers continue to ensure that new developments promote sustainable transport solutions. In looking at Hampshire's future housing needs the accessibility of sites will be an important factor. Securing the necessary funding to provide high quality public transport facilities and services will provide an attractive alternative to car use and ensure that new developments are sustainable in transport terms.

4.1.4 Concessionary Fares and Hampshire Farepass

The County Council initiated and administers Farepass, the half fare concessionary travel scheme on behalf of the 11 district councils in Hampshire. It allows travel at half fare throughout Hampshire and provides much improved travel opportunities compared with the previous cash-limited token schemes. A summary of the expenditure by district councils on concessionary fares is included as Appendix 7. Expenditure has increased in 2001/02 as the previous annual charges to recipients have had to be abolished in line with the provisions of the Transport Act.

The level of expenditure is very significant in comparison with the £4 million per annum the County Council spends on contracted local bus services. This highlights the need for the County Council to continue to work in partnership with district councils to ensure that the use of these funds are optimised, to meet the requirements of the Transport Act and also to target funds to ensure the delivery of an effective bus service network.

At present Farepass covers travel by bus for older and disabled people but the potential to extend the scheme is being explored, particularly to include low income groups and young people.

4.2 QUALITY PARTNERSHIPS

An integral part of Hampshire's Local Transport Plan is to encourage people to make fewer journeys by car, by enhancing the quality and image of the bus services on offer. This includes improvements to reliability, convenience, frequency, journey times and accessibility.

The aim of Quality Bus Partnerships (QBPs) is to provide a basis to develop a network of high quality, rapid bus services that can attract new passengers and achieve a modal shift away from the private car. QBPs will enable Hampshire's bus network to play an important part in achieving a modal shift and meeting the targets set in the LTP.

The County Council recognises that the provision of high quality, reliable and accessible public transport can best be achieved through a partnership approach. Quality Bus Partnerships can provide the framework to maximise the benefits from investment by transport operators and local authorities.

The majority of the funding for the County Council's investment in QBPs has come from the Local Transport Plan settlement. A growing number of routes form the basis of QBP schemes:

· Stagecoach Coastline service 23: Leigh Park-Havant-Portsmouth.

· Stagecoach in Hants & Surrey service 1: Aldershot-Farnborough-Camberley-Yateley.

· First Hampshire service 41: Horndean-Waterlooville-Cosham-Portsmouth, also known as the SHRT A3 Public Transport Priority Corridor.

· Eastleigh Area QBP. Solent Blue Line services 29/29A, 41 and 48 operating between Eastleigh and Southampton, incorporating First Southampton's service 16 from Hamble to Southampton which shares a common section of route.

· Southern Test Valley QBP. Solent Blue Line's service 15: Romsey-Southampton.

· Wilts & Dorset service X3: Salisbury-Fordingbridge-Ringwood-Bournemouth-Poole.

The County Council's contribution to these schemes is to invest in a range of improvements to infrastructure, including bus lanes and bus priority at traffic signals and junctions where possible, new bus shelters, raised access kerbs, timetable information at every bus stop, improvements to bus stations, improved lighting in the vicinity of bus stops, and to develop real-time information and ticketing initiatives.

For their part, operators are investing in the introduction of accessible low-floor vehicles, improvements in integrated and electronic ticketing, driver training to NVQ standards, improvements to passenger information and, where possible, enhanced service frequencies.

4.2.2 Service 23 Quality Bus Partnership

Hampshire County Council and Stagecoach signed an overall Quality Partnership agreement in September 1999. This represented a statement of intentions to work together to develop high quality bus and rail services in Hampshire. The service 23 Quality Bus Partnership is the first scheme to be implemented under this `umbrella' agreement. Havant Borough Council is also a partner in this scheme.

Service 23 is an important bus service for the residents of Leigh Park and Havant. Stagecoach has invested £1.7 million in 17 state of the art, low-floor, easy-access vehicles, clearly branded for route 23. There is now a bus every 10 minutes into the centre of Havant and on to Portsmouth. This is a very high level of service which means that people can dispense with their timetables in the knowledge that a `23' will be along in the next few minutes.

To complement this investment, the County Council has worked with Havant Borough Council to make substantial improvements to roadside infrastructure along the route. Raised kerbs have been installed at Havant bus station and at a number of bus stops along the route. These are making it easier for people to board the easy-access buses, giving almost level access to the buses. Dropped kerbs close to bus stops make it easier for people to cross the road, and new shelters provide better waiting facilities for passengers. People with limited mobility and parents with pushchairs are particularly benefiting from these works and are finding it easier to use public transport. The new bus stop poles are very prominent and provide comprehensive timetable information. Havant bus station has received cosmetic improvements and new seating has been installed. A total of £255,000 will be invested in the project by the County Council over three years.

In early 2002 more raised kerbs and new bus shelters will be installed. Ideas are being developed on engaging local schools in the work, and the two local authorities are working up proposals for further improvements to Havant bus station. Portsmouth City Council will be taking part in future meetings, with a view to extending the good work into its boundary. The joint aim is to make bus service 23 as accessible and attractive as possible.

Service 23 is a clear, working example of the Quality Partnership. It is important to all partners that partnerships produce good results in order to secure further investment. To date Stagecoach is reporting an increase in passenger numbers of approximately 25%, a result that all parties are extremely pleased with, and an indication of the results that can be achieved through QBPs.

4.2.3 Service 1 Quality Bus Partnership

This is a major project in the North East Hampshire Transport Strategy (NEHTS) area, involving the County Council, Surrey County Council, Bracknell Forest Borough Council, Rushmoor Borough Council, Hart District Council and Surrey Heath Borough Council, together with Hampshire and Surrey Constabularies. The project will be implemented in three phases:

1 - Farnborough;

2 - Camberley, Frimley and The Meadows;

3 - Yateley and Aldershot.

A number of bus priority measures are proposed, by way of bus lanes where possible, and modifications to traffic signals and junction layouts, to provide improved journey times and aid reliability. There are also a number of proposed measures to improve facilities for pedestrians and cyclists, demonstrating an integrated approach to sustainable transport.

Comprehensive public consultation was carried out on phase 1 (Farnborough) in March 2001. Surrey County Council and Bracknell Forest Borough Council carried out public consultation on phase 2 in July. As a result of this consultation, a number of useful modifications have been made to the original plans.

The County Council formally launched the Blackwater Valley Bus Route 1 Quality Bus Partnership in October 2001. Stagecoach has introduced low-floor single deck buses and has increased the frequency of the route from every 20 minutes to every 15 minutes. Engineering work is expected to start on phase 1 in spring 2002.

Hampshire County Council, Surrey County Council and Stagecoach in Hampshire and Surrey are jointly funding a Quality Bus Partnership Demand Study into service 1. The aims are to identify the key components required to achieve maximum modal shift away from private car to bus. This could include further frequency enhancements, route diversions, adjustments to fares, bus priority measures or express services. This will ensure that future investment is well targeted to deliver optimum results.

4.2.4 SHRT A3 Corridor: Service 41 Portsmouth-Waterlooville-Horndean

On the A3 Portsmouth-Waterlooville-Horndean corridor, an incremental approach is being taken in partnership with First Hampshire to provide a high quality public transport service between Portsmouth City Centre, Cosham, Purbrook, Waterlooville, Cowplain and Horndean. The scheme will be implemented over a number of years and will form part of the South Hampshire Rapid Transit network.

The proposal is supported by the Quality Partnership agreed between the County Council and First Hampshire, and includes joint working with Havant Borough Council and East Hampshire District Council. Measures to be implemented in Portsmouth by the City Council will complement those in Hampshire to ensure consistency throughout the route.

The proposed features of the scheme, which is initially bus-based, include:

· New high specification vehicles with low floors and low emissions.

· Priority measures including bus lanes and traffic signal priority to maintain rapid journey times.

· New waiting facilities including raised kerbs for level access, high quality shelters with telephones, cycle parking and CCTV coverage.

· Full information including static and real-time with details of rail and bus links.

· Marketing including new identity and route branding.

· Ticketing initiatives such as advance payment methods and smartcards.

· Integration with existing public transport, cycling and walking routes.

· Possible use of guidance system for all or part of the route as a future phase.

The scheme is being implemented during the period of the 2001-2006 Local Transport Plan. It is being designed and implemented in six sections. As detailed plans are developed for each part of the scheme, the public, local businesses and other interested groups are being consulted so that the scheme takes account of their views. Furthermore, the route is being implemented in such a way that upgrading to a guided bus or even a tram-based system will be possible in the future.

Preliminary engineering work for phase 1 of the project between Portsdown Hill and Purbrook is under way. Phase 1 involves the provision of bus lanes, enhanced passenger waiting facilities, easy to understand timetable information and raised access kerbs to assist people with disabilities. Work is also being progressed on further bus priority and infrastructure improvements within Portsmouth.

There are also safety measures to help all road users. These include reduced speed limits, cycle lanes, new pedestrian crossing facilities, cycle parking, new road surfaces, enhanced street lighting and parking facilities at local shops.

4.2.5 Eastleigh Area Quality Bus Partnership

This QBP will bring about improvements to Solent Blue Line's 29, 29A, 41 and 48 services linking Eastleigh to Southampton. First Hampshire's service 16 from Southampton to Hamble serves a common section of the route and will also benefit. A working group has been established to progress the partnership, comprising representatives from the County Council, Solent Blue Line, First Hampshire, Southampton City Council and Eastleigh Borough Council.

An initial sum of £275,000 has been allocated to this scheme. Work commenced in autumn with the implementation of high quality aluminium bus stop poles incorporating timetable casings, raised boarding kerbs, new bus shelters where required, dropped kerbs to improve access to bus stops, improved lighting on footways and an initial publicity programme. The majority of these works are being undertaken by Eastleigh Borough Council.

Longer term targets include low floor easy access buses on all of the QBP routes, increased service frequencies, bus priority measures at traffic signals and ticketing initiatives.

4.2.6 Southern Test Valley Quality Bus Partnership

This Quality Bus Partnership will improve Solent Blue Line's service 15, from Romsey, via North Baddesley to Southampton.

An initial sum of £150,000 has been allocated to this scheme, primarily for roadside infrastructure improvements. Works commenced in late 2001 with the implementation of high quality aluminium bus stop poles incorporating timetable casings, raised boarding kerbs, new bus shelters where required, dropped kerbs to improve access to bus stops, improved lighting on footways and an initial publicity programme.

Solent Blue Line is aiming to introduce brand new low floor easy access buses to the route by the end of 2001. It has also experimented with a more frequent service at certain times of the day. Work to examine the possibility of bus lanes and bus priority measures at several busy junctions will be carried out by the County Council in 2002.

4.2.7 Future Developments

Hampshire County Council is working with Wiltshire County Council and Wilts & Dorset bus company to develop a QBP for service X3, which operates from Salisbury, through Fordingbridge and Ringwood to Poole. Wilts & Dorset has invested in new, easy-access double deck buses for the route, and the local authorities will invest in improvements to passenger waiting facilities.

A significant new QBP scheme for services in the Basingstoke area is in the early stages of development. This involves working closely with Basingstoke and Deane Borough Council and Stagecoach in Hampshire. The partnership will aim to provide bus priority measures to speed up journey times, improve passenger waiting facilities, enhance frequencies and comprehensive information about services.

Due to the increasing investment in QBPs the County Council is developing a Quality Bus Partnership Strategy. Consultants will carry out a study into further potential QBP routes in Hampshire. The study will involve liaison with bus operators to identify routes that are currently experiencing growth in passenger numbers, or are likely to achieve increases in patronage as a result of joint investment by the County Council and public transport operators.

The study will provide a framework for future investment in Quality Bus Partnerships. This will ensure that investment in infrastructure is targeted at those routes that will be able to deliver a high quality bus service, capable of achieving modal shift from private car to public transport and ensure that best value for money is achieved from investment.

4.3 RAIL SERVICES

Although passenger services are dominated by South West Trains (SWT), the other five operators serving the county provide important local services, such as Reading-Basingstoke, Romsey-Southampton or Emsworth-Portsmouth, or strategic links to places such as East Anglia, Gatwick Airport, South Wales, the Midlands and the north. Apart from Virgin Cross Country, whose franchise expires in 2012, all the Hampshire franchises are in the process of being re-let, or will need to be within the next three years.

During 2000/01 there have been modest, but useful improvements to the range of destinations served by trains in Hampshire, although track capacity is increasingly limiting the potential for further improvements.

· The June 2001 timetable saw the extension of South West Trains Waterloo-Exeter services on to Plymouth.

· Also from the start of the summer 2001 timetable, Wales & West (now `Wessex Trains') introduced through services between Southampton and Swindon.

· During the summer Virgin Trains began to introduce its new `Voyager' high speed trains between the south coast and Birmingham and the north. These are the first completely new trains to be introduced on Cross Country services. Virgin also intends that it will operate all such services by summer 2003, when frequency will increase to hourly.

4.3.1 Railtrack

In October the Government took action in the High Court to place Railtrack plc under administration (under Section 60 of the Railways Act). At the time of writing it is not clear what form of organisation will replace it, although a `not for profit' trust has been discussed in this context. Railtrack Group is currently pursuing action to recover assets to compensate shareholders, but is not challenging the administration order.

4.3.2 Re-Franchising

Passenger rail continues to be dominated by re-franchising. The Strategic Rail Authority's (SRA) original intention to replace all the short franchises with new franchises of "10 to 20 years" by 2002 now seems unlikely. Agreements on the first batch of franchises have been delayed, principally by infrastructure issues. In addition, the Secretary of State's new franchising policy statement and Directions and Guidance to the SRA, released in draft in June, propose two-year franchise extensions to achieve significant improvements in passenger services.

Of the four Hampshire franchises due for renegotiation, GoVia and Stagecoach have been selected as `preferred bidders' for South Central and South West Trains respectively. GoVia has bought the South Central franchise from Connex, the previous franchisee. Negotiations on both franchises are expected to continue for some months. There has been little progress on re-franchising Wales & West, although it has been split into `Wales & Borders' and `Wessex' operations in preparation for re-letting. Former Wales & West services in Hampshire would be provided almost entirely by `Wessex'. There have been no moves to re-franchise Thames Trains, which operates services across the north of the county, based on Reading.

The County Council has been successful in having a number of its aspirations included in the outline franchise agreements. These include a half-hourly frequency on the Alton and Southampton-Portsmouth routes, a service to Chandlers Ford, extra Rail Link buses, broader bus-rail integration and improved access for disabled people.

4.3.3 Developing Initiatives

The County Council's work in passenger rail continues as outlined in the Local Transport Plan and previous Passenger Transport Reports.

4.3.4 Chandlers Ford: New Station and Train Service

The County Council is continuing to work with South West Trains and Eastleigh Borough Council to progress the reopening of Chandlers Ford, served by an extension of the Southampton-Eastleigh shuttle service. The train service proposal has `pre-qualified' for SRA funding, and discussions are continuing on detailed planning permission for the station. Progress to `outline design' and a full bid for SRA funding has been delayed by Railtrack's difficulties carrying out signalling design work. The long term aspiration remains a service through to Romsey.

4.3.5 Chineham New Station

The County Council continues to work with the Basingstoke and Deane Borough Council to construct a new station at Chineham, serving a new residential and commercial development on the outskirts of Basingstoke. It is intended that the new station would be served by Thames Trains Reading-Basingstoke services. Currently work is focusing on ensuring that the station can be served within the constraints of the timetable.

4.3.6 Rail `Blueprints'

The County Council is continuing its programme of rail `Blueprint' works, improving facilities at stations and integration between rail and other modes. Wherever possible plans are coordinated with those of the rail industry. Improvements at Brockenhurst station now enable buses to serve the forecourt, with similar plans for Winchester station. Elsewhere, train and bus information and facilities and secure cycle parking are gradually being improved across Hampshire.

4.3.7 Activities Undertaken in 2000/01

· The `Brockenhurst Interchange' project was completed, allowing buses and the `Forest Link' accessible minibus to serve the station forecourt, along with high quality information and a level access bus stop. The scheme also provides an improved pedestrian route and additional secure cycle parking.

· Cycle lockers were provided at Andover and Grateley stations. `Bus Stops Maps' were provided at Dean station. Real-time `Information Points' were provided on the second platforms at Dean and Dunbridge stations.

· Development continued on the Chandlers Ford and Chineham new station projects, with submission of the planning application and pre-qualification bid for SRA funding for Chandlers Ford, and additional timetable development for Chineham.

· Regular meetings took place with GoVia and Stagecoach Rail to understand their plans and to coordinate them with the County Council's investment proposals. Exploratory meetings have been held with companies interested in bidding for the Wessex franchise.

· The `Guide to Trains Services and Stations in Hampshire' was installed on the County Council website. A revised leaflet was produced and distributed in August 2001.

4.3.8 Activities for 2001/02

· 18 additional cycle lockers are being installed at Andover, following healthy demand for the original lockers. Improvements are being made to modal integration at Petersfield station, with additional and improved cycle parking, improved bus waiting and boarding facilities, and `bus stop maps'. Similar provision will be made at stations across north-east and central Hampshire.

· Liaison will continue with existing and potential rail franchise operators to promote the interests of Hampshire rail users in franchise plans.

· Work will contrive to progress the Chandlers Ford and Chineham new station proposals. At Chineham, efforts will focus on ensuring the commitment of Thames Trains and the resilience of the proposed timetable. At Chandlers Ford efforts will be made to persuade Railtrack to provide signalling resources, at the same time exploring alternative service options which do not require additional signalling.

4.4 SOUTH HAMPSHIRE RAPID TRANSIT

4.4.1 The Concept

The southern Hampshire conurbation embracing the travel to work areas of Southampton and Portsmouth is one of the few areas in the South East with a population of sufficient size and density to be able to support a new and innovative mass transit system. Approximately 800,000 people live in the area generating in the order of 2.3 million trips daily, most of which are by car. The need for an enhanced and attractive public transport system is increasingly regarded as one of the most important elements of a sustainable transport solution which would help stem the tide of forecast traffic growth.

It is against this background that the South Hampshire Rapid Transit (SHRT) concept is being developed. SHRT is needed to help deal with existing development and it will also have a major strategic role in helping to alleviate the transport impact of new development.

The SHRT concept is a mass transit system capable of carrying tens of millions of passengers a hear using state of the art rolling stock and vehicles, new information technology, full integration between modes, integrated ticketing, corporate image and identity, and an innovative management arrangement to ensure consistent high standards and coherent investment and development.

4.4.2 Proposed Network

The proposed network is illustrated in Appendix . The initial corridors for SHRT are set out below:

· Fareham-Gosport-Portsmouth

· Portsmouth-Waterlooville-Horndean

· Fareham-Southampton.

4.4.3 SHRT Phase 1 Fareham-Gosport-Portsmouth

This scheme has been under development since early 1992 and is being jointly promoted by Hampshire County Council and Portsmouth City Council. The Councils have now been joined by Partnerships UK (PUK) who will take part in the procurement process.

The scheme has the following key characteristics:

· A light rail transit route linking Fareham, Gosport and Portsmouth.

· Approximately 70% of the route is on segregated alignment (disused railway) with the remaining 30% on-street.

· Interchanges will be made with the bus stations in Fareham, Gosport and Portsmouth and railway stations at Fareham, Portsmouth Harbour and Portsmouth & Southsea.

· An immersed tube tunnel one kilometre in length forms the link across Portsmouth Harbour.

· The light rail vehicles, with low floor access, will take under 30 minutes to complete the end to end journey with an anticipated frequency of 7.5 minutes during the day and 15 minutes in the evening. This represents a significant journey time saving compared with the equivalent road journey and is therefore an attractive alternative.

Designed to help relieve the roads of severe congestion and deliver passengers to transport interchanges with comfort and ease, it is estimated that it will take in excess of 32,000 trips a day, equivalent to almost 12 million trips per year, yielding more than £10 million revenue per annum. It will also make a significant contribution towards urban regeneration, particularly in the Gosport area.

Current Position

The Secretary of State granted powers to build the LRT system under the Transport and Works Act in May 2001, a funding package having been announced by the Government in March 2001. The decision came after a lengthy wait of two years following the Public Inquiry.

The joint promoters see the involvement of the private sector as an important element in ensuring the success of the project. The promoters have now commenced the procurement process, with a view to construction starting in 2003, with trams running by 2007.

4.4.4 SHRT A3 Portsmouth-Waterlooville

In the A3 Portsmouth-Waterlooville-Horndean corridor an incremental approach is being taken in partnership with bus operators to provide a high quality public transport service between Portsmouth City Centre, Cosham, Purbrook, Waterlooville, Cowplain and Horndean.

This scheme, which is discussed in more detail in the Quality Partnerships section, will initially be bus-based, and will include:

· New high specification vehicles, possibly articulated, with low floors and low emissions.

· Priority measures including bus lanes and traffic signal priority to maintain rapid journey times.

· A design which allows for the scheme to be developed further in the future, which could include the use of guided bus technology or, in the longer term, trams.

Current Position

Preliminary engineering work stared on site during 2001, with construction works due to commence by early 2002. The six sections of the scheme in Hampshire are being implemented one by one, funded by the Local Transport Plan settlement. Work is also being progressed within Portsmouth on further bus priority and infrastructure improvements, on its part of the route.

4.4.5 Fareham-Southampton

Considerable effort has been focused on the coordination of the Southampton Area Strategy with the South East Hampshire Transport Strategy in developing the SHRT concept. It is recognised that the link between the cities of Portsmouth and Southampton is crucial to the success of the concept in delivering economically viable and sustainable transport for the conurbation. However, the nature of the SHRT concept and system is such that a new approach to its implementation is needed.

A wide range of stakeholders has an active interest in transport in South Hampshire. Many of these stakeholders will need to be key players in helping to deliver SHRT, especially where they own track or operate passenger services. These stakeholders will have their own aims and objectives, a range of responsibilities and, in many instances, they will be accountable to their shareholders. One of the key critical path activities must be to get these stakeholders on board with the concept in order to ensure that investment programmes are targeted in a coordinated way to help deliver the final SHRT system.

The role of the County Council would be to facilitate this approach in partnership with the key players, rather than attempt to drive SHRT through alone. It is currently envisaged that the establishment of a `virtual Passenger Transport Executive' for South Hampshire, including Portsmouth City Council and Southampton City Council, could provide the best environment.

A great deal of technical evaluation has been undertaken to assess the existing infrastructure, the improvements that could be made and the benefits they would bring. Outside the overstretched M27 motorway and strategic road network, an underused heavy rail link predominates. As a first step at linking Portsmouth and Southampton via the SHRT concept, an Outline Business Case is being assembled into the contribution that could be made through improved service frequencies, integrated ticketing, high profile branding and improved interchanges. This is in keeping with incremental development from within a `virtual Passenger Transport Executive' environment, and involves changes that could be implemented reasonably quickly in the near future. It would of course take account of the anticipated impact of SHRT 1.

The SHRT concept envisages an extensive network of rapid transit services for the Southampton area. A similar incremented approach could be sued to develop these. Again, it is anticipated that partnerships with key stakeholders will be the foundation for realising network system change, rather than it being entirely driven by local government initiatives.

4.4.6 Eastleigh Chord

The Eastleigh Chord is a key element of SHRT. The proposal is for a new section of double track railway to link the London-Southampton main line and the Eastleigh-Fareham line, to the south of Eastleigh. This will allow the direct operation of trains between Fareham and Southampton without the need for reversal at Eastleigh Station. Construction of the Chord will release capacity on the existing Fareham-Southampton route via Netley and Woolston to allow the introduction of light rail services on the coastal route. In addition, rail access to Southampton International Airport would be improved substantially with Wales and West Portsmouth-Cardiff and Connex Brighton-Bournemouth services being able to call at Southampton Airport (Parkway), as well as Southampton Central with no loss in journey time. This supports the status of the route as part of the Trans-European Network by improving international links. It may be possible to provide additional services to Southampton Airport (Parkway), reinforcing the airport's role as a major transport interchange for air, rail and road transport.

A study commissioned by the County Council indicated that the chord is feasible in construction terms and is recognised in Railtrack's Network Management Statement. The County Council, Railtrack and Southampton International Airport are continuing to work in partnership to develop various aspects of the proposal to ensure that maximum benefits can be realised.

4.4.7 Other Future Rail-Based Elements of SHRT

The concept of SHRT envisages an extensive network incorporating both light and heavy rail services and this will encompass proposals to provide passenger services to Chandlers Ford and Hythe. This could take place in tandem with the construction of other elements of the system to ensure that SHRT develops as quickly as possible in response to the transport requirements of the Southampton Area and South East Hampshire Transport Strategies. Any further developments would be promoted jointly with Railtrack and train operators.

4.5 AIR TRANSPORT

Southampton International Airport is a modern, growing airport that has consistently been recognised within the industry for its forward thinking strategy. It received the Best Regional Airport Worldwide Marketing Strategy award for 2000. This year has seen investment totalling £8 million including a new car park area, opened in November 2001. The airport has a business focus, with scheduled links to 17 domestic and European destinations, including six flights per week direct to Frankfurt. Malta is the latest addition to the destinations offered. This focus on providing southern businesses with a high quality air link saw the airport voted the KPMG Hampshire Business of the Year in 1999.

The airport has the shortest train-to-plane connection in Europe, a two-minute walk from the terminal to Southampton Airport Parkway Station. The operator, British Airports Authority, has established working partnerships with train companies South West Trains and Virgin, and has established an Air Transport Forum for customers and operators, the aim being to increase the use of public transport to and from the airport. There are three trains an hour to London and regular bus services are provided by First Southampton and Solent Blue Line. South West Trains has included a major proposal for improvements at the station in its statement to the Strategic Rail Authority.

Currently:

· Holiday charter flights are provided by Thomson Holidays, JMC and Airtours to destinations including, Ibiza, Majorca, Malaga, Malta, Minorca and Tenerife.

· Scheduled services operate to: Aberdeen, Alderney, Amsterdam, Belfast, Brussels, Dublin, Edinburgh, Frankfurt, Glasgow, Guernsey, Isle of Man, Jersey, Leeds, Manchester, Newcastle and Paris.

· Airlines provide many services using the worlds most modern, environmentally friendly regional jets including the Embraer 145 jets and the Canadair.

· Best Regional Airport Worldwide Marketing Strategy 2000.

4.6 COACHES AND TAXIS

4.6.1 Express Coach Services

National Express operates the majority of long distance coach services in the county and provides major towns and cities with direct coach routes to/from London and Gatwick and Heathrow Airports.

· The Southampton-Winchester-Basingstoke-Heathrow-London service is an `Express Shuttle' operation. It operates hourly from Southampton, and two hourly from Winchester and Basingstoke seven days per week.

· National Express offers a booking and enquiry facility on the internet. Details can be found at www.GoByCoach.com

Independent coach operators provide day excursions and longer tours to many destinations.

4.6.2 Taxis

Taxis and private hire vehicles make a significant contribution to passenger transport in Hampshire. The County Council is seeking to build on their strengths through innovative schemes to address rural areas and maximise the potential to meet the needs of people with disabilities as part of an integrated transport system. The 11 district councils licence taxis and private hire vehicles. There are 833 taxis in operation of which 206 (25%) are wheelchair accessible, a proportion which will grow in view of the forthcoming requirements of the Disability Discrimination Act 1995. The private hire sector is larger with 1,537 licensed vehicles although at present only 74 (5%) are wheelchair accessible. Taxis and private hire vehicles provide the following role in local transport provision in Hampshire:

· They provide door to door transport for people with disabilities who may have difficulty walking to a bus stop, people with heavy shopping or luggage, parents with young children and pushchairs/buggies, women and older people who may have concerns about personal safety.

· They offer flexibility and convenience.

· They offer the potential for innovative schemes. Taxi-buses and shared taxis can provide demand-responsive transport and offer cost-effective solutions where demand is low, for example in rural areas.

The potential for the innovative use of taxis and private hire vehicles has been explored in the New Forest and on Hayling Island through pilot shared taxi schemes. Whilst the services provided have been cost-effective, levels of use have been lower than expected, particularly in the New Forest. It may be that the public are initially reluctant to use a service which is so different in concept from a conventional bus service. Future schemes will need to take this into account.

The shared taxi scheme on Hayling Island operates during the winter when passenger levels are much lower than in summer but there is still a need for a link to the Hayling-Eastney passenger ferry. Winter 2000/01 saw the introduction of the scheme, organised by the County Council and subsidised in partnership with the Countryside Agency and Havant Borough Council. The service offered a choice of journeys, timed to meet up to six ferries in each direction per day, but only ran when needed, in response to telephone bookings to the operator, C Cars. Cost-effective and very flexible, it is operating again during winter 2001/02.

The County Council's Accessible Transport Strategy highlights the role of taxis:

· Taxis are an important means of transport for disabled people but many people have difficulty in affording the cost on a regular basis. This could be overcome by a `taxicard' concessionary fare scheme.

· There are differences between the districts in vehicle and driver standards and the availability of accessible vehicles.

· The availability of accessible taxis is not widely advertised. Where to hire or book an accessible vehicle should be clearly signed at key locations, such as interchanges.

The County Council has re-published its Getting About travel information for older and disabled people including more information on accessible taxis. It will be working in partnership with district councils to consider issues of vehicle quality standards and driver training. It is also planned to establish a `taxicard' scheme in a trial area.

4.7 COMMUNITY TRANSPORT

Hampshire has a very active community transport sector. A wide range of voluntary organisations provide transport in the county, many with financial assistance from the County Council. In many cases, the activities of these groups offer flexible solutions which respond to the specific needs of people living in the local community. The County Council recognises the important role played by these groups in the overall transport mix.

The County Council provides support, advice, information and training to groups running their own transport through its Community Transport Team. It also funds Dial-A-Ride services jointly with district councils at an estimated cost of £560,000 per annum. A further £300,000 per annum, which includes money spent by the Social Services Department, is spent on supporting other community transport activities in Hampshire.

The County Council continues to be at the forefront of activities in the community transport sector and is involved in the following activities for 2001/02:

· Implementing a work programme for the Accessible Transport Strategy which was formally approved by the County Council in April 2000. The strategy guides the County Council in meeting the transport needs of older and disabled people.

· Along with Rushmoor Borough Council and Hart District Council, the County Council is overseeing Year 2 of a three year pilot passenger coordination project in Rushmoor and Hart. Already arranging the local provision of dial-a-ride and some Social Services transport, the project will now assume the role of a `one stop shop' - a local source of transport information, able to match local transport needs with the most appropriate and cost effective provision available.

· The County Council is jointly working with the Community Transport Association to develop a training package for passenger assistants (escorts) on transport services to complement the training already provided by the MiDAS driving training scheme. This new scheme will be available during 2002.

· The County Council is taking a lead role in implementing the action plans which have been developed in conjunction with three partnership areas under the arrangements for the Rural Transport Partnership Fund. Completion of this will see the introduction of 25 new initiatives at a total cost of £1.4 million over three years. These include:

_ The launch of the first mobile shop and post office in the country. Developed in partnership between the County Council and Basingstoke and Deane Borough Council, the Post Office, the Village Retail Services Association (ViRSA), Community Action Hampshire, the Countryside Agency, Spar and the South East England Development Agency (SEEDA), it was launched in September 2001 and serves the rural areas of Basingstoke and Deane without access to a local shop. The first of its kind to incorporate a post office, there has been much interest locally and nationally, and this may lead to similar projects being set up elsewhere.

_ Community Transport Database and Website: a pilot community transport database has now been compiled and this feeds a website which is also under development. The website provides information on local transport services, advice and information for operators of voluntary transport services, news on current and new initiatives, and the ability to order publications and book training courses. After trials of the pilot version, the full version of the website will be launched in spring 2002.

· Success in the Government's Rural Bus Challenge Competition has enabled two projects to go ahead:

_ Forest Link - this is part of a larger project called `Fully Integrated Brockenhurst' based in the New Forest, which has also funded improvements to the rail station forecourt to allow buses to reach the station entrance. Forest Link has introduced two wheelchair accessible vehicles to provide demand-responsive services in Brockenhurst and eight neighbouring parishes. These services commenced in May 2001 and membership of the Forest Link travel club now exceeds 550, although use of the services has been slow to build up as people get used to this new concept of public transport.

_ TESTBED - the County Council has been successful in obtaining £990,000 for a transport integration project in the Test Valley which provides a unique opportunity for coordinating at a local level public, community, health, social services and educational transport needs. TESTBED includes:

· The introduction of two new accessible buses services, diverting on demand when required.

· Proposals to upgrade the information and infrastructure on these routes.

· The setting up of a `demand centre' for pre-booked journeys.

· Resources to extend the dial-a-ride and community transport provision.

· Plans to improve evening services for young people.

· Initiatives to improve travel information.

Following the recent Best Value transport reviews which the County Council has undertaken, TESTBED is seen as an important pilot in terms of how services could be coordinated at a local level in the future. The project will be progressively implemented during 2002.

· A bid has been made for the 2001 Rural Bus Challenge Competition. This is aimed at extending the provision of demand responsive services, initially in the rural areas of Hart, Basingstoke and Deane and East Hampshire. The project would look at how resources can be redirected from some of the lower performing bus services into new services, such as car schemes, taxibuses, shared taxis, dial-a-ride, dial-a-bus and semi-scheduled trips by community transport. It is hoped that this innovative project, which would offer a range of services under one banner, will be successful in gaining funding. A decision is expected in early 2002.

· A bid has also been submitted for the 2001 Urban Bus Challenge Competition. Based on the Leigh Park area in Havant the project aims to reduce social exclusion through:

_ New direct links between Leigh Park and local employment areas.

_ Healthlink - a regular, accessible service to nearby hospitals.

_ Leisurelink - a weekend evening service to enable younger residents to access leisure facilities.

_ Improved transport information.

_ The targeting of subsidised fares, for example to help young unemployed people get access to jobs and training.

A decision on the bid is expected by the end of 2001.

· A review of the operating policy of Dial-a-Ride schemes in Hampshire has recently been completed by consultants for the County Council. Consultation with schemes and users is taking place before changes to current arrangements are finalised and implemented. The review recommends changes to policies on fares, eligibility, escorts, journey schedules and cross boundary trips, with the aim of improving efficiency and raising service quality in line with user expectations.

4.7.1 Planning The Way Ahead: Community Transport Development Plans

The County Council is currently working with the health authorities, district councils and the voluntary sector to produce three community transport plans, which may now evolve into one. These will set out a `joined up' policy for how the various agencies will support the community transport sector in the future. The work includes identifying the resources required to sustain and develop the infrastructure (in terms of grants for organisers and vehicles) which is needed to enable the community transport sector to deliver local services, and how this can be funded by a partnership between the various agencies.

A framework has already been agreed for the plans and an assessment of needs will identify the level of resources required. The plans will set out how the money allocated in the Local Transport Plan for vehicle replacement will be used in this and future years.

The Community Transport Development Plans will provide a structural framework for the future development of community transport activities in Hampshire. They will recognise the role which community transport can play in helping the County Council to fulfil its public transport and social services responsibilities and in providing access to health facilities. In addition the Plans will recognise the important role they play in meeting the needs of individuals and groups in their local communities.

5. PUBLIC TRANSPORT INFORMATION

5.1 The County Council spends approximately £175,000 per year on publishing and distributing public transport information and publicising public transport, of which £45,000 comes from contributions from operators and district councils. This is predominantly in the form of 10 area Travel Guides listing bus and train times within the area. More recently, a local area map has replaced the Basingstoke Travel Guide. In addition, the County Council also produces a range of other printed media in the form of bus and rail station displays, advertisements aimed at the holiday market, and a Public Transport Map of Hampshire. Quality Bus Partnership funding is also used to provide route-specific information.

5.2 The County Council is also a partner in the South East Consortium of Traveline, the national public transport telephone and internet service. Within the County Council work continues on developing journey planning and real-time information provision over the internet and other media.

Activities Undertaken in 2000/01 Included

· The production of over half a million area Travel Guides. Over 50% of these were distributed door-to-door. Within each area, coverage extends to 70-100% of all residences giving excellent coverage and access, although there is lower coverage in the more remote rural areas. Travel Guides are also distributed to established information points such as libraries, travel shops and information and tourist centres, via a centrally-held mailing list.

· The website http://www.hants.gov.uk/environment/transport/ has been expanded and provides a valuable central link to other public transport websites. As well as this, there are also links to, or information on, walking, cycling and any other mode of transport in the county.

· Members of the public who require specific information about public transport services may also e-mail the Passenger Transport Group at ptgenquiries@hants.gov.uk to contact staff. This address can also be used to make comments or complaints about any aspect of public transport in Hampshire.

· In partnership with a number of local authorities in the region, Hampshire County Council has continued the development of the national Traveline enquiry centre. This service, which can be accessed by dialling 0870 608 2 608, provides information about bus, train and ferry times across the country and is available seven days a week.

Activities for 2001/02

· On completion of extensive market research, a five-year Public Transport Information Strategy and business plan will be produced. This will determine the most efficient and effective methods by which to provide the right type of information to the people who need it.

· Relationships and working arrangements between the County Council and district and borough councils, and transport operators will be strengthened so that information is consistent, widely available, up to date, understandable and identifiable.

· The scope of public transport information activities will be developed through LTP-funded schemes and Quality Bus Partnerships. As well as providing information on times and routes, the County Council will seek to market public transport as a viable travel choice through route branding and promotions.

6. PUBLIC TRANSPORT INFRASTRUCTURE

Funding for major improvements to infrastructure is mainly through scheme-specific capital allocations from the Local Transport Plan and from developer contributions. These allow for improved passenger waiting facilities, bus priority measures, and works to transport interchanges.

There is a small allocation within the Environment revenue budget for the provision and maintenance of bus stop poles. Also, small grants can be made to parish and district councils for infrastructure improvements, for example, information boards, contributions towards new shelters and hardstanding areas.

Key Successes in 2000/01

· Passenger facilities and information along the Service 23 route in Havant were improved at a cost of £150,000, as part of the quality partnership scheme. Raised kerbs, providing level access to low-floor buses, will help elderly and disabled people, and parents with pushchairs.

· A comprehensive audit of formal and informal interchanges was completed and will help provide a `blueprint' for future infrastructure works.

· Work continued on a full structural assessment of Hythe Pier that will lead to comprehensive repairs and improvements to the decking, structures and safety measures on Hythe Pier.

Activities in 2001/02

· Work will continue on improving infrastructure on the quality bus partnership routes.

· A full study of Havant Bus Station will be undertaken. The findings will be used to plan significant improvements to waiting facilities, information and passenger security, and will consider the provision of a ticket and information office.

· Further investment will be made at Fareham and Gosport Bus Stations to develop facilities so that they meet passenger expectations: Bus Departure Information Systems, CCTV, public information terminals and repainting will form the majority of the expenditure.

· Development bus priority measures, such as bus gates, that will help to reduce journey times and make the bus a competitive option.

7. PUBLIC TRANSPORT PROJECTS

7.1 (ROMANSE) INTELLIGENT TRANSPORT SYSTEMS

As part of an integrated transport policy the County Council is building on the success and experience of the ROMANSE (ROad MANagement System for Europe) project by implementing Intelligent Transport Systems (ITS) county-wide. Recognising the important role of ITS in the effective management of the transport network, Hampshire County Council established the ITS Group in Winchester in December 1999. The Group is now developing and implementing ROMANSE-type applications across the county and a key component of this strategy is the use of advanced technology and communication techniques to provide accurate, reliable, real-time information for public transport operators and their passengers.

The STOPWATCH system uses automatic vehicle location technology to track buses and, using electronic message signs, displays real-time bus arrival information to passengers waiting at bus stops. STOPWATCH has been expanded city-wide in Winchester, with 52 buses and 52 bus stops now fitted with equipment. In 2002/03 work will start on implementing a STOPWATCH system as part of the A3 Bus Priority Corridor. This forms part of a broader deployment of STOPWATCH county-wide in the future, although this may need to await the development of a national standard for real-time information provision.

Bus Departure Information Systems (BDIS) use information display screens to announce next-bus departures at bus stations, transport interchanges and shopping precincts. To date, BDIS has been installed at Winchester Bus station and more recently an upgraded system was installed in Eastleigh Bus Station. The County Council is tendering for the deployment of a county-wide Bus Departure Information System as identified through the Local Transport Plan. The implementation is being achieved through Bus Quality Partnerships and developer contributions in order to provide accurate, timely public transport information. The forthcoming new Basingstoke Bus Station will be one of the first to benefit from the county-wide expansion.

TRIPlanner public access terminals provide comprehensive public transport journey and route planning information for the local area and in less detail to other UK and European destinations. A county-wide public transport information database will be incorporated into the TRIPlanner's database. This will allow journey planning to and from individual bus stops anywhere in Hampshire and TRIPlanner can then be expanded to other parts of Hampshire.

The ROMANSE on-line website offers a range of information including travel news, real-time congestion and car park occupancy monitoring and CCTV images from Southampton area cameras. Winchester area cameras will soon be on-line. The provision of real-time Winchester Park and Ride information is currently on trial on the website (the address is www. romanse.org.uk).

7.2 PEPTRAN Project

The County Council is a partner in the funded PEPTRAN (Pedestrian and Public Transport Navigation) project which is part of the European Commission's Information Societies Technologies (IST) 5^th Framework Research and Development Programme. Winchester and Turin in Italy have been selected as demonstration sites for the project, the prime objective of which is to develop innovative software to:

· guide a user from point to point within a city by walking and using public transport in an efficient manner; or

· guide a car driver to the Park & Ride car parks for transfer to public transport, avoiding driving in the city centre.

The system will utilise detailed street maps and have access to the availability and timing of public transport. It is intended to run in two ways:

· hand-held devices, `communicators' and mobile phones; and

· car based system for the Park & Ride application.

7.3 PRISCILLA Project

The County Council is further involved in the IST 5^th Framework Programme as a partner in the PRISCILLA project. The project objectives are to review the best practice for implementing bus priority at traffic signals in urban centres. This involves demonstrating the technical, operational and economic benefits through on-street trials. The results will be disseminated through published best practice guidelines.

PRISCILLA involves the public transport operator in Genoa, Southampton City Council, Southampton University Transport Research Group, the national public transport administration of Romania and two industrial partners, Elsag of Italy and the Dorset based Siemens Traffic Controls Limited.

7.4 CIVITAS

CIVITAS is a European Commission initiative promoting innovation in environmentally acceptable transport. In Hampshire there will be a major demonstration of an integrated and energy efficient transport system. The demonstration will be based in Winchester and will include the use of clean, energy-efficient cars, buses and freight vehicles. There will be trials of alternative/clean fuel systems on a limited number of vehicles. This will include the testing of electric, CNG, LPG and hybrid fuel systems. Work with Stagecoach in Hampshire will focus on improvements to the local bus operations - the network, infrastructure, information and priority measures, as well as vehicle technology - through the Quality Partnership.

7.5 TACIS City Twinning Project - Nizhny Novgorod, Russia

In January 2001 Hampshire County Council, together with the Southern Vectis Bus Company, began an 18-month technical assistance and training project with the city of Nizhny Novgorod (formerly Gorky) in Russia. The project is entitled `Developing Sustainable Public Transport' and aims to identify short, medium and long term measures that will assist the City Administration in enhancing and modernising its public transport network, structure and operations.

Officers have made two evaluation visits to Nizhny Novgorod and will soon be hosting a seminar aimed at public transport professionals in the city. Political representatives and officers from the city have made reciprocal visits to Hampshire where they have received training from County Council staff and also from local transport operators.

The TACIS project is funded by the European Commission. Through involvement with industry partners in the UK, and by analysing different transport systems and methodology, officers develop a positive approach to solving public transport problems and develop constructive working relationships both in the UK and abroad.

8. EDUCATION TRANSPORT

The Passenger Transport Group arranges transport to school for approximately 15,000 children on a daily basis. In so doing the Council fulfils its duties under the 1996 Education Act which sets out criteria whereby children travelling more than a certain distance from home to school are entitled to free transport. The Act also provides for transport to be provided where children live nearer to school but the walking route concerned is judged unsuitable on safety grounds. To provide the transport required, 1,200 contracts are arranged for dedicated coaches, buses and taxis at a cost of £12.65 million and spends £1.1 million on the purchase of season tickets on bus, rail and ferry services. Of the total spending of £16.3 million, transport for children with special educational needs accounts for £8.7 million (53%), of which £2.6 million is for the provision of around 700 escorts who accompany these children whilst on vehicles. Appendix 5 outlines the overall picture with regard to expenditure on education transport.

The importance of education transport in the overall provision of passenger transport has long been recognised and in 1989 the Passenger Transport Group was established to allow the planning of education and public transport services in an integrated manner. Opportunities are actively pursued to ensure that home to school movements are incorporated with public transport services wherever possible and the two types of service are coordinated and retendered in a way that makes the best use of available vehicles. Despite this work, the cost of transport continues to rise due to a number of pressures, such as:

· children often needing to travel longer distances because local schools have insufficient places;

· an increase in the extent and complexity of transport requirements of children with special educational needs;

· a reduction in the number of operators tendering for contracts;

· a rise in transport costs higher than the general level of inflation.

In response to these issues the County Council has examined its home to school transport procurement practices with two aims in mind:

· to reduce the cost of school transport provision in meeting the County Council's statutory duties;

· to increase the number of children transported to school by public transport in line with the wider transport objectives in the Local Transport Plan.

A range of initiatives and innovative ideas was developed during 2000/01 under the banner of `spend to save' reflecting the objective of the costs of trialling the proposals being exceeded by savings from the home to school transport budget. The initiatives that were to be investigated included:

· Rationalisation of transport arrangements on an area-wide basis to achieve savings and ensure that new arrangements are effective, economic and efficient.

· Liaison with health agencies, Social Services and the voluntary sector to explore the potential for coordination of transport to meet different needs

· Investigation of schools using their own minibuses for home to school transport or the County Council providing leased minibuses to schools for this purpose

· Investigation of the purchase by the County Council of a small school bus fleet, in line with action taken by other county councils where contract prices are above the market average, or where there is a shortage of available vehicles. The fleet could be put to other uses at off-peak times.

· Extension of the current `privilege travel scheme' whereby vacant seats are made available to non-entitled pupils at modest cost (free for children from low income families).

· Consideration being given to increasing the rate parents are paid for transporting their own children to school to encourage the replacement of more expensive individual taxi arrangements with private arrangements.

· Provision of additional public transport services primarily for non-entitled children. This would be developed on a self-funding basis or, where this is not possible, the school itself will be invited to underwrite any residual net costs.

· Investigation of opportunities to achieve economies by coordinating opening and closing times of schools within a local area to allow more efficient scheduling of vehicles, to optimise costs and increase the provision of transport for non-entitled children.

A school transport project officer was appointed in April 2000 to commence this work. The areas of work concentrated on were:

· high cost contracts where there is a potential to make savings;

· schools willing to work in partnership with the County Council to pilot innovative schemes;

· schools where there is a particular interest in enhancing transport provision for non-entitled pupils, including schools targeted in the area transport strategies for the development of school travel plans;

· areas where there is good potential to coordinate and integrate school transport arrangements with those of the health agencies, Social Services and the voluntary sector. Market towns with rural catchment areas appear to offer the most potential.

In year one, seven educational establishments agreed to participate in a pilot scheme to provide schools with leased minibuses to carry out home to school transport. This realised net contract savings of £66,262. The scheme received positive feedback from the participating schools, and was rolled forward to 2001/02.

During 2001/02 a further eight schools joined the scheme, realising £129,766 in net contract savings. It is planned to take the scheme into 2002/03, subject to funding to retain the project officer post, which was initially temporary.

Work on the coordination of an integrated transport scheme in the Test Valley area is continuing and now forms part of the TESTBED project, due to be implemented in 2002 (see Community Transport section).

9. CONCLUSION

Overall there is much good news in this year's Passenger Transport Report. The Government's reaction to the County Council's Local Transport Plan was very positive and the settlement which followed means that good progress is now being made in improving Hampshire's passenger transport infrastructure. The quality partnership schemes with transport operators are growing in number and will result in big increases in service quality, which in turn mean that far more people will be attracted to bus travel.

In contrast the County Council is faced with commercial deregistrations on more marginal routes and a significant increase in contract prices, which together have put the budget for supporting bus services under considerable pressure. Action is being taken to address this but there may be a need to make some targeted reductions in supported services. Such changes will be made in a way that minimises inconvenience to users of the network. Hampshire is one of many local authorities in this situation and has made representations to Government on the need to provide adequate funding for local bus services.

Budget pressures highlight the need to be more flexible and innovative in the way that services are provided. The County Council has a very good track record in the field of community transport and its innovative approach has led to success in securing funding for transport schemes through the Government's Rural and Urban Bus Challenge Competitions. Projects such as TESTBED will pilot new approaches to providing passenger transport in rural areas, which can then be applied in other areas of the county.

The Best Value process has been fundamental in shaping the Council's approach to passenger transport over the past year. The public think that the County Council has an important role to play with regard to public transport. There is, however, plenty of scope for improvement, both as a Council and in partnership with the private sector. An Action Plan sets out an agenda for change, so that the Council's approach is more closely aligned to the views of the residents of Hampshire and other stakeholders. This will ensure the delivery of effective, economic and efficient services, especially important at a time of budget pressure.