Archived decisions

Contact: Sheila Henley, ext 5189

1. Summary

1.1 This report outlines the outcomes of a study into bus priority work on the A32 corridor. It recommends that progress be noted.

2. A32 Bus Priority Study

2.1 Congestion occurs at several points along the A32 corridor between Fareham and Gosport and affects bus journey times in the peak. A draft report has recently been received from the County Council's consultant, Atkins. This assesses and determines the benefits of possible measures to give buses priority at a number of locations, following initial consultations with Hampshire County Council and Fareham and Gosport Borough Councils. After reviewing 23 component schemes on the basis of delays and engineering feasibility, seven, as identified on the attached plan were taken forward for operational and economic evaluation, namely:

(i) Western Way;

(ii) Portland Street - signalising of the Western Way approach at Quay Street roundabout to allow easier bus access onto Portland Street;

(iii) Lederle Lane to Wych Lane - north-bound bus lane;

(iv) Cunningham Drive to Lederle Lane - north-bound bus lane;

(v) Tichborne Way to Cunningham Drive - north-bound bus lane in two sections - between Tichborne Way and Camp Road, and between Camp Road and Cunningham Drive;

(vi) Forest Way to Tichborne Way - north-bound bus lane; and

(vii) Elson Road to Brockhurst roundabouts - revised road markings.

2.2 A series of scenarios were investigated:

(i) bus detection only for all movement at the Wych Lane junction, and the A32 north and south movement at all other junctions at all times;

(ii) bus detection only in the off-peak;

(iii) bus detection only - best case, but not fully operational at Wych Lane;

(iv) bus lane only;

(v) bus lane plus bus detection;

(vi) bus lane and off-peak bus detection; and

(vii) best case - as bus lane plus bus detection, but with bus detection not operational at Wych Lane in peak periods.

2.3 The table below provides a summary of approximate cost estimates, operation and economic assessments in monetary terms. For Schemes III to IV the results shown appertain to the best case bus lane and detection scenario. For Schemes IV to VI the figures in brackets refer to the best case bus detection scenario:

2.4 Each scheme was found to be beneficial in that savings for bus users are greater than the loss in time of the general traffic users. However, the estimates of construction costs far outweigh any monetary value of benefits, and therefore on a purely financial basis none of the bus lane schemes could be recommended. The main issues are:

(i) the low frequency of buses (six per hour) restricting the possible benefits;

(ii) bus lanes only run north-bound, thus not conferring any benefits to south-bound movements;

(iii) all schemes are ineffective in the off-peak and more than half in the PM peak, meaning that the constructed bus lanes have only the AM peak hour to provide benefits; and

(iv) no junction improvements are included within these schemes, so the buses will have to queue for a certain time.

2.5 Examination of introducing selected vehicle detection at the junctions would mitigate against some of these issues, but would still suggest that the bus lanes are unlikely to be economically viable, although they may still be desirable within a policy context by encouraging a modal shift away from the car and towards public transport. Overall, with the exception of Scheme VII, the cost of the schemes outweighs the benefits, largely due to the need to widen the carriageway. On its own, bus detection is both operationally and economically beneficial for all schemes apart from the AM peak. The introduction of light rapid transit parallel to the A32 corridor may reduce delays being currently experienced. Officer views are presently being sought on the results of the study and comments from Members are invited.

Recommendation

That this report be noted.

7935/SH