Transport

171. An efficient transport system stimulates economic development and is an essential element of a successful modern economy. Increased mobility through mass car ownership and improved roads has transformed lifestyles in the last 20 years and encouraged a dispersal of land uses. This dispersal has led to longer distances travelled and an increased number of car journeys taking place.

172. Road transport will remain the principal mode of transport for the foreseeable future. However, the authorities recognise that it is neither feasible nor environmentally desirable to try to meet future levels of demand by road improvements alone. In particular, it will no longer be acceptable to expand road capacity simply to meet peak hour demand for road space. The environmental damage that would be caused by ever increasing levels of car usage and the road construction necessary to cater for them has now become a major concern.

173. It is not possible to solve all transport problems through the Plan. Nevertheless, the Review acknowledges the potential benefits from integrating land-use planning and transportation planning. Emphasis is given to locating new development where there are opportunities to reduce dependency on the private car.

174. Behind the policies in this Plan is the desire:

· to reduce the need for travel;

· to make the best use of the existing transport infrastructure for all modes of travel, especially public transport, cycling and walking;

· to promote new transport initiatives which are efficient, reliable, regular, safe, clean, comfortable and affordable and which offer a real alternative to the use of the private car;

· to look to existing transport corridors and networks as a basis to guide development patterns especially for housing, business, industry and leisure;

· to maintain and improve transport links which serve the main ports providing access to mainland Europe and elsewhere.

175. This approach conforms with the objectives of PPG13.

T1 Integrated area and route transportation strategies will be prepared and promoted to reduce the need to travel and encourage the use of public transport, cycling and walking.

176. Integrated transportation strategies will be prepared to cover the whole of Hampshire. These strategies will consider all modes of transport within an area or corridor and identify the role of each mode in respect of the others to produce a balanced package of measures to address transport problems. In doing so, the role of walking, cycling, bus, rail, light rapid transit, ferries and taxis will be considered. The strategies will pay particular attention to the application of transport telematics to maximise the potential of these modes of travel and needs of people with mobility impairments.

177. The 10 area strategies are as follows:

Andover North East Hampshire

Basingstoke Southampton Area

Central Hampshire South East Hampshire

Coastal Towns Western Hampshire

New Forest Winchester

178. The strategies will be implemented through the Local Transport Plan process.

179. The approximate boundaries of the areas are shown in Figure 1.

180. The area strategies will develop packages of proposals for the appropriate transport infrastructure for each of the areas taking into account the social, economic and environmental priorities of the area, as well as the aims and objectives of this Structure Plan, local plans and the development control process. Within the area strategies, route strategies will be promoted to clarify the role of particular routes and identify transportation measures appropriate to that role.

181. Comprehensive traffic management systems will be provided to cover the larger towns and adjoining areas. New technology creates opportunities to provide improved management of the transport networks through computer-based co-ordinated urban traffic control systems and traffic and travel information systems (for example ROMANSE - Road Management Systems for Europe - the project developed by the County Council and City Council in the Southampton area and in use elsewhere in Hampshire). Integrated traffic management systems, implemented either directly by the authorities or in conjunction with development, and parking controls will be used to encourage the use of alternatives to cars.

182. Awareness campaigns will ensure that people appreciate the implications of their travel decisions. The chances of bringing about behavioural change in travel patterns will be greatly improved once individuals understand that they are part of the problem as well as the solution.

T2 Within the integrated transportation strategies, parking policies will be promoted with the aim of reducing the dependency on car use and encouraging the use of alternative modes of transport.

Development proposals will be required to conform to parking policies and standards which will take into account strategic and local objectives.

183. Parking policy is a key link between transportation and land-use planning and is one of the principal means by which the objectives of integrated transport strategies can be achieved. Managing demand for car parking can assist in encouraging a reduction in car use, in conjunction with other measures included in integrated transportation strategies. As part of the transport strategy, parking policy will be prepared in conjunction with all the district councils to develop a range of initiatives that optimise the role of parking policy and demonstrate how it can be implemented. The co-ordination of car parking policy across district boundaries is an essential part of transportation strategies. Parking policy should seek to improve the overall accessibility of town centres relative to out-of-town locations.

184. The strategic objectives outlined below will provide the basis for the authorities and local planning authorities to develop parking standards and assess local priorities within the area-wide strategies which:

· establish maximum standards for the parking of cars, commercial vehicles, motorcycles and cycles in association with development;

· co-ordinate the control and provision of on- and off-street parking management with the aim of reducing long-stay parking for commuters and maximising available space for high quality, short-stay parking for visitors and shoppers;

· reduce, where appropriate, on-site private car parking associated with development;

· provide parking facilities to meet the needs of people with mobility impairments;

· develop commuter plans with public and private sector organisations as a means of reducing the need for car travel and private non-residential car parking;

· implement, where appropriate, park-and-ride facilities; and

· determine public transport, cycling and walking accessibility indices to assess the parking provision required in association with development.

185. The authorities will encourage the Government to make available to local authorities the powers to implement parking policy effectively, including control over existing private parking provision and enforcement of on-street regulations.

T3 Planning permission will be granted for transport infrastructure and facilities which:

(i) encourage the movement of freight by rail and sea;

(ii) promote improvements for public transport, walking and cycling; and

(iii) reduce the adverse effects of road traffic;

provided that the development is compatible with the other policies of this Plan.

186. A wide variety of schemes may be considered under Policy T3 including:

· track-based public transport systems;

· new and improved bus, rail, ferry and interchange facilities;

· park-and-ride;

· rail freight and transhipment facilities;

· pedestrian and cycle facilities;

· new and improved roads;

· measures for people with mobility impairments; and

· transport telematics.

187. Development proposals should demonstrate how the number of journeys, particularly those made by car, can be minimised and how journeys can be made by modes other than the car. Proposals which encourage the use of public transport, walking and cycling will conform with the objectives of the transportation strategies being developed. Proposals promoting the greater use of rail freight will be encouraged and the change of use of land currently occupied by railway sidings to non-transport related uses should be avoided.

T4 In considering locations for development in local plans or applications for development, local authorities should ensure that:

(i) development sites within existing and proposed built-up areas are served, or are capable of being served by walking, cycling and public transport to meet the objectives of the relevant integrated transport strategy; and

(ii) developments likely to attract large numbers of trips are located where choice in transport mode can be provided, including public transport.

188. Concentration of development close to existing urban centres provides the best opportunity to reduce the need for travel, encourage increased use of public transport, cycling and walking and mitigate the wider environmental damage brought about by dependence on the private car. Development should be sited where it can contribute to minimising travel demand and where the potential for walking and cycling is optimised or where public transport systems can serve it effectively - such an approach is in keeping with the general principles of PPG 13. Development should also be located in conjunction with future infrastructure proposals already identified, both road and rail/light rapid transit.

T5 Planning permission will only be granted for development in accordance with other policies in this plan where the local planning authority is satisfied that the transportation requirements of the development can be accommodated. Developers will be expected to contribute towards any transport improvements directly related to the development.

189. The transport impact of any proposed development will be assessed in relation to the appropriate area and route transportation strategies. This assessment will include the effect that the development may have on the wider area, as well as the traffic and transport impacts in the immediate vicinity of the development.

T6 In considering development requiring a new or improved access, the local planning authorities will need to be satisfied that the development would not :

(i) interfere with the effectiveness of the Strategic Road Network (defined in Policy T7); or

(ii) adversely affect the function and character of the non-strategic road network.

190. Development can have a major impact on the road network. Development affecting the Strategic Road Network should not create significant additional pressures from local journeys which cannot be accommodated by other modes.

T7 The effectiveness of the Strategic Road Network will be maintained by:

(i) encouraging local traffic to use alternative modes through the development of integrated transportation strategies; and

(ii) improving the Strategic Road Network administered by the highway authorities to meet safety, economic and environmental objectives of area and route strategies.

The Strategic Road Network comprises the National Primary Route Network in the county and other roads designated by the highway authorities as being of more than local importance.

1 National Primary Route Network

The National Primary Route Network in the county comprises trunk roads and other roads (agreed by the Department of the Environment, Transport and the Regions and the highway authorities) which form the most satisfactory routes for through traffic.

1.1 Trunk Road Network (administered by the Department of the Environment, Transport and the Regions)

M3 (M27 to county boundary with Surrey)

M3 spur (junction 6 to A30/A339(T) Black Dam)

M27 (A31 at Cadnam to A27 Portsbridge)

M271

A3(M) (A27 to A3 Horndean)

A3(T) (A3(M) Horndean to county boundary with Surrey)

A3(T) spur (A3 to A272 Petersfield)

A27(T) (M27 junction 13 to county boundary with West Sussex)

A31(T) (M27 junction 1 to county boundary with Dorset)

A34(T) (M3 junction 9 to county boundary with Berkshire)

A36(T) (M27 junction 2 to county boundary with Wiltshire),(subject to detrunking by the Highways Agency)

A303(T) (M3 junction 8 to county boundary with Wiltshire)

A339(T) (spur junction with A30 to county boundary with Berkshire), (subject to detrunking by the Highways Agency).

1.2 Other National Primary Routes (administered by the Highway Authorities)

M275 Portsmouth

A31 (M3 junction 10 to county boundary with Surrey)

A33 (A339 at Basingstoke to county boundary with Berkshire)

A35 (M271 Redbridge to A3024 Millbrook)

A272 (M3 junction 9 to A31)

A331 Blackwater Valley Route

A338 (Ringwood to county boundary with Wiltshire)

A338 (A303 to county boundary with Wiltshire near Tidworth)

A354 (Martin)

A3024 (A35 Millbrook to A3057 Southern Road, Southampton)

2 Other Strategic Roads (administered by the County Council)

A3 (M27/A27 Portsmouth to A3(T) Horndean)

A3 (M275 Rudmore to A2030) Portsmouth

A27 (A3 Portsbridge to A3024 Windhover)

A27 spur (Delme Arms to M27 junction 11)

A27 spur (Park Gate to M27 junction 9)

A27 spur (Windhover to M27 junction 8)

A272 (A3 spur Petersfield to county boundary with West Sussex)

A32 (A27 Fareham to B3333 Gosport Ferry Terminal)

A33 (M3 to Town Quay, Southampton)

A35 (A326 to M271 Redbridge)

A323 (A325 Aldershot to county boundary with Surrey)

A325 (A3(T) to county boundary with Surrey)

A325 (M3 junction 4 to county boundary with Surrey at Heath End)

A326 (M27 junction 2 to B3054 at Dibden Purlieu)

A326 spur (A35 Rushington to A326)

A327/A30/A327 (county boundary with Berkshire at Eversley to A325 at Farnborough)

A340/A30 Basingstoke Western/Southern Ringway

A343/A3057/A3093 Andover Northern Ring Road

A2030 Portsmouth (A3 Anglesea Road to A27(T))

A3024 Southampton (A33 Six Dials to A27 Windhover)

A3057 Southampton (A3024 Southern Road to A33 Town Quay)

B3385 (A32 Fareham to B3334 Rowner Road)

191. Figure 2 shows the Hampshire strategic transport network, including the Trans-European Road and Rail Networks. The importance of the ports of Southampton and Portsmouth is recognised by their inclusion within the European networks. The role of Southampton International Airport is recognised for continental and domestic business journeys.

192. Planning policy guidance applicable at the time the Plan was prepared, states that any structure plan should specify the network of major roads of more than local importance which should include all roads, including trunk roads, in the National Primary Route Network (NPRN) as agreed with the Department of the Environment, Transport and the Regions. This network, referred to as the Strategic Road Network (SRN), is specified in this policy and comprises all motorways, trunk roads and county roads forming the NPRN together with other important roads.

193. The SRN forms the basis of the highway network for inter-urban and regional road movements, the efficiency and effectiveness of which are integral to the prosperity of Hampshire. These routes are intended to operate efficiently in catering for longer-distance strategic traffic movements rather than for local movements. Nevertheless, any improvements to inter-urban roads should be considered in the general context of an overall route strategy which takes into account wider strategic implications.

194. The role and purpose of the SRN is at risk of being undermined by the increasing proportion of traffic using the network for commuting. An aim of the integrated transportation strategies will be to transfer commuting trips, wherever practical, to alternative modes. However, it is recognised that there will still be circumstances within the strategies where there is no alternative but to provide major highway improvements.

T8 Land will be safeguarded in local plans for improvement schemes on non-strategic roads to enhance safety, relieve environmental problems and promote other objectives of integrated transportation strategies. These improvements will be promoted through the Local Transport Plan process and will have regard to public transport, the needs of pedestrians and cyclists, lorry routes and to the needs of the economy and the environment.

195. The transport policies and measures suitable for a dense urban city like Southampton, for example, may be wholly inappropriate for a small town, village or hamlet located in a rural setting and this must be borne in mind in formulating proposals.

196. Within the framework of an integrated strategy, a programme will be prepared through the Local Transport Plan process to effect improvements for safety and environmental reasons or to meet another objective of the relevant integrated transportation strategy. Such projects would need to take account of the other objectives and considerations of the strategy including public transport, pedestrians, cyclists and freight movements as well as the effects on the economy and the environment. In particular, the scale and form of any improvement must have regard to the purpose and nature of the road and the character of its immediate environment.

T9 Road and rail access to Hampshire's international ports will be maintained and improved, having regard to the other policies of the Plan.

197. The Ports of Southampton and Portsmouth are essential to the economy of southern Hampshire and are of significant regional importance. Good access between both ports and the hinterland is of strategic importance to the United Kingdom and is integral to sustaining their role as one of the main sea gateways between Britain and Western France, the Iberian Peninsula and other destinations, and providing an alternative to the Channel Tunnel. Cross-Solent movements between Hampshire and the Isle of Wight are also significant.

198. The ports of Southampton and Portsmouth are already served by the Trans-European Road Network, although it is not defined within the city boundaries. From this point, the burden of increasing European traffic is accommodated primarily by the local road network giving rise to problems of noise, vibration and pollution traditionally associated with the movement of heavy goods vehicles. Therefore, there is a need to explore what opportunities exist to encourage and implement cost-effective measures which will produce overall environmental benefits whilst supporting the economy of the area. Any opportunities to increase the volume of goods carried by sea rather than by road will be pursued.

T10 Access to Southampton International Airport as a major transport interchange will be maintained and improved having regard to the other policies of the Plan.

199. Air transport is an element of the integrated approach to transport. Good access to Southampton International Airport with high quality interchange facilities with other modes and easy access to the major transport networks will continue to be promoted.

T11 Land will be safeguarded in local plans for the South Hampshire Rapid Transit, a mainly track based public transport system to serve the urban communities of Southern Hampshire.

The initial elements of the scheme will be in the following corridors:

(i) Fareham-Gosport-Portsmouth - to be constructed in the Plan period;

(ii) Portsmouth-Waterlooville - to be undertaken in the Plan period; and

(iii) Southampton-Fareham (via Woolston) - to be undertaken in the Plan period.

Subsequent phases could include an extension to Havant, Southampton-Waterside and Southampton-Chandlers Ford.

200. Reliable, efficient and accessible public transport which can provide an attractive alternative to the private car will be promoted. Buses, with services integrated with the other public transport modes, walking and cycling will continue to have an important role to play, but it is the development of innovative track-based systems which offer the greatest potential to attract a major shift away from car use as shown by those schemes which are already in operation elsewhere. Such systems are naturally suited to dense urban areas where the greatest opportunity for high patronage levels occur. It is important that such systems form an integral part of a wider strategy and are complemented by a range of measures to help ensure their success.

201. The implementation and funding of such a new system will require joint central/local government and private sector partnerships. The authorities' role is in promoting such systems which includes working in partnership with private sector operators and investors, facilitating design and construction and implementing complementary measures.

202. The Southampton Area and South East Hampshire Strategy Areas provide the environment which would support the provision of a major public transport project. A system of this kind and on this scale could remove some of the need for future improvements to the road network and help stimulate economic development within the sub-region; economic regeneration will open up development opportunities which could in turn help support an innovative track-based system.

203. The South Hampshire Rapid Transit will be an integrated system of public transport based on light rail but could also include guided bus routes and an upgraded heavy rail service. The County Council and Portsmouth City Council are committed to the concept and development of the South Hampshire Rapid Transit. There are proposals for a light rapid transit system in the Fareham-Gosport- Portsmouth corridor and improved public transport scheme for the Portsmouth - Waterlooville - Horndean corridor, and it is planned to introduce other parts of the network to serve Southampton. Possible further extensions to Havant and other parts of the southern part of Hampshire, including the Waterside and Chandlers Ford, will also be considered. If opportunities exist, or the implementation programme is accelerated, then land will be safeguarded for the other elements to be incorporated into the South Hampshire Rapid Transit network.

T12 In preparing local plans and determining planning applications, local planning authorities should ensure the provision of facilities for walking and cycling and the special needs of people with mobility impairments.

204. The importance of walking and cycling trips is recognised and the development of pedestrian and cycle networks is envisaged over the Plan period to provide safe routes and associated facilities to encourage an increase in their modal share. Cycle networks, segregated where possible, could be developed by linking established routes and additional networks should be an integral feature of major new developments. Improving facilities for pedestrians and people with mobility impairments, will be a priority with the implementation of measures such as easier and safer road crossings and carefully designed traffic calming schemes. The further application of pedestrian priority zones will be considered.

T13 The Department of the Environment, Transport and the Regions proposes to construct the following schemes affecting the trunk road network in Hampshire:

Main programme:

A3 Hindhead Improvement (partly in Hampshire still under review).

205. The proposal in Policy T13 is that of the Highways Agency (a Government Agency responsible to the Department of the Environment, Transport and the Regions) and not the authorities.

206. Policies T14 to T21 below list major transport projects for each area strategy and identified route strategy which are expected to be constructed within the Plan period. .

207. The lists also refer to all major highway schemes which are included in the 1994 County Structure Plan. For those areas where transportation strategies have yet to be fully developed, additional projects may be brought forward in due course. Safeguarding for existing proposals will continue and for schemes where the precise alignment is not yet known, the land required will be safeguarded through local plans as and when the requirements become known.

208. It is the authorities strong conviction that the development of such integrated transportation strategies is the way ahead for transport planning. Consideration of infrastructure proposals in isolation is no longer an appropriate approach. As strategies are further developed, new projects are expected to appear.

209. In line with the principle of developing integrated transportation strategies for both particular areas and routes, it is appropriate to set out the Plan's transport proposals in a similar manner. The schemes listed are those of strategic significance that have been identified to date. Additional schemes will emerge as strategies develop further.

T14 Where appropriate, land for the following major transportation schemes will be safeguarded in the South East Hampshire Strategy Area:

for implementation:

- B3385, Newgate Lane, Peel Common to HMS

- Collingwood, Fareham

- A2030, Eastern Road, Portsmouth, (A27-A288), transport improvements

- A27/A32 Quay Street roundabout, Fareham

- A27 Quay Street West to East Flyover, Fareham

- park-and-ride to serve Portsmouth

- new rail stations

- South East Hampshire cycle network

- South Hampshire Rapid Transit system:

Fareham-Gosport-Portsmouth

Portsmouth-Waterlooville

Southampton-Fareham (via Woolston)

[part in Southampton Area]

- A2030 Fratton Goods Yard Link Road, Portsmouth

- Cherque Farm Link Road, Peel Common, Fareham to Privett Road, Gosport (i.e. Fareham-Gosport Link Road)

- Whiteley Way

for abandonment as Major Highway Scheme but for continued safeguarding for other transportation uses:

- A3 London Road, Cosham and Waterlooville.

210. The construction of the South Hampshire Rapid Transit system will allow complementary schemes to be provided which encourage more efficient use of the road network and a modal shift towards public transport, walking and cycling. Some of the proposals listed are associated with the proposed Major Development Area to the west of Waterlooville. The South East Hampshire Transportation Strategy will include proposals for public transport and traffic management measures, traffic control and information systems and facilities for walking and cycling.

T15 Where appropriate, land for park-and-ride schemes in the Winchester Strategy Area will be safeguarded for implementation.

211. The Winchester Movement and Access Plan (WMAP) was the first Transportation Strategy to receive Government support. Developed in conjunction with Winchester City Council, it recognises the special nature of the City and provides accessibility while enhancing the environment, particularly for pedestrians. The Winchester Park-and-Ride, the first in Hampshire, was a WMAP initiative. The Winchester Movement and Access Plan will include proposals for public transport and traffic management measures; traffic control and information systems; and facilities for walking and cycling.

T16 Where appropriate, land for the following major transportation schemes will be safeguarded in the Southampton Strategy Area:

for implementation:

- A326, improvements from Dibden to M27 including A326 Totton Western Bypass dualling (incorporates A326/A35 improvements at Colbury, related to New Forest Strategy, see Policy T17)

- construction of railway `chord' at Eastleigh

- the introduction of passenger services on the Eastleigh-Chandlers Ford-Romsey railway line including a new station at Chandlers Ford

- the introduction of passenger services on the Waterside railway line including new stations at Hythe and Marchwood

- public transport priority route from Southampton Centre to Hedge End/West End

- bus-based park-and-ride in the Nursling, Windhover and Stoneham areas

- a Southampton area cycle network

- to commence the construction of the South Hampshire mainly track-based public transport system utilising the railway line from Fareham to Woolston then via Itchen Bridge to Southampton City Centre [part in South East Hampshire Area]

- Chickenhall Lane Link, Eastleigh (Airport Distributor Link)

- new road link from Chickenhall Lane link eastwards

- Botley Bypass

for abandonment as Major Highway Schemes but for continued safeguarding for other transportation uses:

- A3024, Northam Road, Southampton

- A3024, Bullar Road junction, Southampton

- A35 Redbridge Causeway.

212. The proposals for the Southampton Area recognise the need for additional major public transport infrastructure to meet the needs of the established urban area and areas where development will take place. Some of the proposals listed in Policy T16 are associated with the proposed Major Development Area to the south east of Eastleigh. The Southampton Area Transportation Strategy includes proposals for public transport and traffic management measures, traffic control and information systems and facilities for walking and cycling.

T17 Where appropriate, land for the following major transportation schemes will be safeguarded in the New Forest Strategy Area:

for implementation:

- A326 improvement.

213. A transportation strategy has been developed for the New Forest building on the success of the New Forest Highway Strategy. This strategy has reduced human and animal road casualties in the area. The A326 improvement is related primarily to the Southampton Area Transportation Strategy although the A35/A326 junction improvement is related to the New Forest Transportation Strategy. The Transportation Strategy addresses the traffic problems of the New Forest and its villages and takes account of the implications of the needs of neighbouring communities such as Lymington and New Milton. The New Forest Transportation Strategy will include proposals for public transport and traffic management measures; traffic control and information systems; and facilities for walking and cycling. Proposals for the A338 are currently listed as route strategy schemes although they could be progressed through the New Forest Transportation Strategy programme.

T18 Where appropriate, land for the following major transportation schemes will be safeguarded in the Basingstoke Strategy Area:

implementation:

- for new rail stations on the network around Basingstoke

- public transport priority route from Basingstoke centre to the Chineham area

- bus-based park-and-ride in the Chineham area

- Basingstoke cycle network

(see also Policy T21 below: A33 improvements)

- new transport link from A30 to Worting incorporating public transport priorities

- public transport priority route from Worting to Basingstoke centre

- bus-based park-and-ride in the South West Basingstoke area

for abandonment as Major Highway Schemes but for continued safeguarding for other transportation uses:

- A340 Town Centre west junction

- A30 Basingstoke Southern Ringway

- A30 Southern Ringway/Winchester Road junction

- A30 Hackwood Road junction.

214. Where transportation strategies have yet to be developed, it is possible that further major transport proposals will be identified. Some of the proposals listed in Policy T18 are associated with the proposed Major Development Area at Basingstoke. The Basingstoke Environmental Strategy for Transport (BEST) will include proposals for public transport and traffic management measures, traffic control and information systems and facilities for walking and cycling.

T19 Where appropriate, land for the following major transportation schemes will be safeguarded in the North East Hampshire Strategy Area:

- Fleet Inner Relief Road

- Fleet Eastern Bypass

for abandonment as a Major Highway Scheme but for continued safeguarding for other transportation uses:

- A287 Jackall's Hill

for continued safeguarding subject to review:

- Eversley Bypass.

215. The effects of proposals for the adjacent areas outside Hampshire will be taken into account when considering the transport requirements of North East Hampshire. The County Council is continuing work with Surrey County Council, Bracknell Forest and Wokingham District Councils to develop a transportation strategy for the Blackwater Valley. The North East Hampshire Transportation Strategy will include proposals for public transport and traffic management measures, traffic control and information systems and facilities for walking and cycling.

T20 Where appropriate, land for the following major transportation schemes will be safeguarded in the Andover Strategy Area:

for implementation:

public transport improvements in Andover

Andover cycle network

A343/A3093 Churchill Way (Redon Way-A303)

A343 Redon Way and A3057 Northern Avenue.

216. Further proposals will be considered to link the proposed Major Development Area at Andover with the existing urban area. Some of the proposals listed in Policy T20 may be associated with the proposed Major Development Area at Andover. The Andover Transportation Strategy will include proposals for public transport and traffic management measures, traffic control and information systems, and facilities for walking and cycling.

T21 Where appropriate, land for the following major transportation schemes will be safeguarded in the Route Strategy Proposals:

for implementation subject to strategy:

- A33 Basingstoke to Riseley, road and/or rail improvements (related also to Basingstoke Area Strategy)

- A338 Ringwood to county boundary with Wiltshire.

217. The proposals for the A338, Ringwood to the county boundary, will conform with the adopted A338 Route Strategy which established that improvements on the route should be based on single carriageway standards, meeting road safety, maintenance and environmental needs whilst recognising the environmental constraints within the Avon Valley. In accordance with this approach the County Council's Planning and Transportation Committee resolved (January 1996) to abandon the following schemes, and any associated safeguarding of land:

· A338 Bickton to Ibsley Improvement

· A338 Breamore Bypass

· A338 Lower Burgate Bypass

· A338 Ringwood to Fordingbridge.

218. Transportation strategies for the Coastal Towns, Lymington/New Milton, and Western Hampshire areas will be developed (see Policy T1) and the safeguarding requirements for major transportation schemes will be determined as the strategies develop.

219. The opportunity has been taken in this Review to undertake a re-assessment of the need for, and appropriateness of, some 43 Major Highway Schemes in the Council's pool of schemes. This re-assessment has taken into account the philosophy of the Plan and recent Government guidance. This process has highlighted schemes which should be abandoned as well as schemes which could be adapted to fulfil a different role to that which was envisaged in the original design (e.g. using the second lane of a proposed dual carriageway road as a busway).

T22 The County Council will abandon the following previously safeguarded scheme with effect from the date of adoption of this Plan:

in the South East Hampshire Strategy Area:

- Newgate Lane-Western Way, Fareham.

220. The Newgate Lane-Western Way, Fareham proposal was abandoned as part of the 1996 Major Schemes Review as the scheme would have had serious environmental disbenefits including property demolition, and would have been difficult to achieve in engineering terms.

T23 Permission will be granted for additional roadside facilities serving the Strategic Road Network provided that:

i) there is a demonstrated need;

ii) the proposal does not adversely affect the landscape character, or areas of nature conservation or scientific interests; and

iii) the proposal, together with any improvements that the developer proposes to make to the highway network, must be acceptable to the appropriate highway authority; and

iv) the local planning authority is satisfied that the proposals are acceptable in planning and highway terms and that the need for facilities does not compromise other objectives of this Plan.

221. The Strategic Road Network caters for all types of traffic, predominantly strategic commercial traffic and tourist routes. All types of traffic require facilities including refreshment, toilet, information, telephone, fuel and overnight parking at appropriate intervals and a Strategy for the Provision of Roadside Facilities has been developed. In particular the authorities will seek to increase substantially the provision of information, public telephones, toilets and picnic sites along key routes and discourage illegal and obstructive roadside trading. Roadside facilities should be well designed and of a scale appropriate to the location without being intrusive and preferably serve more than one strategic route. Potential locations for facilities should avoid locally and nationally designated sites, and services in adjacent counties will be taken into account. In rural areas in particular, the range of facilities proposed will be considered in relation to the character of the area.