Contact: Peter Murnaghan, ext 6920 email: [email protected]

1. Summary

1.1 This report addresses the need to plan and secure complementary improvements on the South Hampshire Rapid Transit 1 (SHRT-1) corridor and introduces the draft Corridor Development Strategy as a means of guidance. The Panel is invited to comment on each of the issues covered in the draft strategy to enable an action plan to be presented for consideration at the next meeting.

2. The Need to Plan for Complementary Measures

2.1 The procurement of SHRT-1 will establish clear requirements and responsibilities for the concessionaire in terms of the design and construction of physical infrastructure along the route from Fareham-Gosport to Portsmouth. The introduction of this new, high profile transport link will be accompanied by considerable interest from the general public, residents, visitors and business interests. The new link therefore provides an impetus to take a look at the corridor itself from a wider perspective than simply as a means of transport. In many continental towns and cities the introduction of new rapid transit links has often been accompanied by a major programme of upgrading and regeneration of the urban fabric.

2.2 In the SHRT-1 corridor the rapid transit will bring about significant changes to the way in which people choose to travel, locate and relate to the urban area. There are a number of opportunities to provide added value which can coincide with the introduction of rapid transit services between Fareham, Gosport and Portsmouth. These measures can include environmental improvements, landscaping and civic art, and regeneration, together with feeder links by bus services, improved cycleways and pedestrian links. These important features fall outside the responsibility of the Light Rapid Transit concessionaire.

3. The Way Ahead

3.1 There are many players in a position to influence or deliver the vision of a `joined-up' corridor where the infrastructure matches the modern image of rapid transit. Planners, developers, business interests, community and neighbourhood groups, schools and individual residents can play a part, as well as the statutory authorities and existing transport undertakings.

3.2 The local authorities have a unique opportunity to provide leadership in this exercise and to involve the many interests in planning the future of their communities to gain the greatest benefit from the new transit link. County and district officers have been discussing the best means of harnessing this opportunity whilst there is time to plan and make changes ahead of the construction phase of SHRT-1.

3.3 A Corridor Development Strategy has been prepared in draft, which can form the basis for consultation, and a copy is attached to this report. It is suggested that the draft Strategy be made available for locally-based consultation, to allow local community representatives and other interests to consider and contribute to the document. The Strategy would then be adopted to form the basis for guidance for planners, developers, landscape architects, businesses and transport undertakings, to deliver their contributions and provide a noticeable upgrading of the urban form to complement the rapid transit when it opens in 2007.

3.4 At this stage there is no indication of the scale of measures needed and thus costs that would fall to the respective project leaders for each topic. It is proposed that, following consultation on the principles, an action plan with outline costings be developed by officers of the four authorities involved.

Recommendations

1. That the Panel be invited to comment on the draft Corridor Development Strategy prior to local consultation and subsequent adoption as a guide for planners, developers and others.

2. That officers of the four authorities be tasked with exploring the financial implications and project management requirements of implementing the strategy.

3. That an Action Plan covering a proposed delivery programme and cost be prepared for consideration by the Panel at its next meeting.

8073/PJM

APPENDIX

HAMPSHIRE COUNTY COUNCIL PORTSMOUTH CITY COUNCIL

DIRECTOR OF ENVIRONMENT CITY ENGINEER

FAREHAM BOROUGH COUNCIL GOSPORT BOROUGH COUNCIL

DIRECTOR OF PLANNING AND DIRECTOR OF ENVIRONMENT

TRANSPORTATION

Solent Transport

South Hampshire Rapid Transit Phase 1 (SHRT-1), Fareham-Gosport-Portsmouth

Corridor Development Strategy

INTRODUCTION

The Solent Transport partnership has been established by the local highway and transport authorities, transport providers and operators, together with business and other governmental interests. Its key aim is to develop an integrated approach to strategic transport planning within the South Hampshire sub-region. An important element of this new, integrated approach is the procurement of the Light Rapid Transit line from Fareham, Gosport to Portsmouth as part of the South Hampshire Rapid Transit network. This line, referred to as SHRT-1, will serve to demonstrate what can be achieved in a partnership with institutions and private sector operators acting together in an integrated manner. Alongside the procurement process for the construction and operation of this important new transport link, it is vital that wider benefits and opportunities are secured for the local community. These improvements are likely to have a broad impact covering transport, land use, economic, social and environmental issues, as well as the perceived image of the areas through which the line runs. The development of this strategy to exploit the benefits of SHRT-1 offers guidance for planners, developers and operators in advance of the opening of the LRT service in 2007.

Experience from the introduction of other rapid transit systems around the world shows that the arrival of a modern new link can prompt a step change in the character of the area that it serves. The upgrading is often carried out by civic authorities, businesses and local landowners in tandem with the works undertaken by the transit companies. They are rarely carried out by a single organisation. In the case of the corridor between Fareham and Gosport and within Portsmouth, the SHRT 1 initiative can act as a catalyst for a number of wider transport initiatives and policy objectives bringing opportunities for regeneration and landscape improvements. This Strategy seeks to address, among other things, environmental improvements, land use opportunities, mobility plans, feeder bus services, pedestrian and cycle links and integrated ticketing. All of these fall beyond the remit of the formal LRT procurement process. The Strategy necessarily has a local focus in the east of South Hampshire, but will provide a building block to assist rapid transit procurement over the whole of South Hampshire as the network expands. It is vital that this Strategy is able to be widely supported and that all potential players can feel fully engaged in the process. At the same time, it is important that the plan is considered as a flexible blueprint, with the ability to develop and change as particular needs and opportunities arise.

FAREHAM-GOSPORT-PORTSMOUTH - THE SETTING

Significant regeneration is under way in Portsmouth and Gosport, following the release of former military land holdings, notably Gunwharf, Royal Clarence Yard, St George Barracks and Priddy's Hard. Phase 3 of the redevelopment of Fareham town centre is also now under construction. The market for tourism is assisted by the regeneration of the harbour as part of the Millennium Project and construction of the Spinnaker Tower. The economic vitality of these schemes and the SHRT-1 project are mutually dependent, with one providing an attraction, and the other providing the accessibility so that both benefit from each other's success.

Opportunities exist to introduce environmental improvements, improve the image of the area, reduce social exclusion, boost the local economy, enhance tourism and address the connectivity and inter-dependence of the urban areas. Each of the local authorities has taken steps to begin this process.

The South Hampshire area is designated as a priority area for economic regeneration. In particular, the Gosport peninsula and parts of Portsmouth have suffered in recent years from a decline in employment opportunities, resulting in relatively high levels of unemployment, low incomes, social exclusion and pockets of deprivation. Allied to this is a significant level of outward commuting, which causes severe traffic congestion on the limited road network on the peninsula at peak times, especially along the main spine route between Gosport and Fareham, the A32. In addition, a considerable amount of traffic passes through Gosport to reach employment in Portsmouth, as well as Fareham and beyond, placing considerable burdens on the road network, particularly the M27 and M275 motorways.

At both ends of the SHRT-1 route, Fareham and Portsmouth provide links with existing public transport networks at the rail and bus stations, although good interchange is proposed in each of the three towns served.

POLICY OBJECTIVES

South Hampshire Rapid Transit, and SHRT-1 in particular, are supported in a raft of policy documents, including the Regional Policy for the South East (RPG9), the Structure and Local Plans, and the Local Transport Plans of Hampshire and Portsmouth. In January 2003 the South East England Regional Assembly published its draft Regional Transport Strategy "From Crisis to Cutting Edge" which, when confirmed, will review existing policy guidelines covering the period to 2016. The latter recognises SHRT-1 as being a catalyst for a longer term programme of integrated investment.

SHRT-1 is expected to bring improvements to accessibility, the local and wider economy, social exclusion and the environment. There is a close relationship between addressing these objectives and maximising patronage on the system, providing a mutual incentive for public and private sector collaboration. Allied to this must be the achievement of a modal shift from private transport. Together these aims can contribute to the achievement of the Local Transport Plan targets for traffic reduction and local authority corporate objectives and local plan policies.

Securing the funding for SHRT-1 was based on an investment appraisal where the project was tested against the Government's overarching national objectives for transport. SHRT-1 is expected to deliver benefits across the assessment criteria covering:-

· Economy

· Accessibility

· Safety

· Integration

· Environment

The SHRT-1 promoters are required to undertake a `before' and `after' monitoring exercise to report the actual benefits secured from the investment. The Public Private Partnership is structured to deliver the business case for SHRT-1, but there remains considerable scope for the local authorities, businesses and other agencies to add value by taking forward a programme of complementary initiatives. The key issues to consider in the development of this SHRT-1 Corridor Development Strategy are listed below. In each case, there can be a number of organisations who are responsible for delivering the outcomes. The principal delivery agent is identified, but is expected to involve other organisations as required to provide a satisfactory outcome. Similarly, the time taken to initiate and deliver these outcomes will vary, so an indication of a broad timescale is also given to guide their development.

KEY ISSUES

Economy

Land use benefits

The opportunities provided by the LRT system should be exploited fully to assist the delivery of land use planning policies and objectives. The route will create a highly efficient and accessible transport corridor with the stops acting as nodal points. The stops are likely to become attractors of development and investment, particularly within the town centres and around the Harbour. Developer's contributions and funding derived from other sources will contribute to a fully integrated LRT system. This will aid economic regeneration and create vitality as part of the renaissance of these areas.

ACTION - The strategic and local planning authorities should fully recognise the benefits of SHRT-1 in land use planning. Support should be given to suitable proposals for new developments that exploit the efficiency and accessibility of the LRT system so as to reduce dependence on the car, and secure financial investment from developers' contributions and other sources.

Principal - Local planning authorities (PCC,GBC,FBC)

Timescale - Immediate

Mobility management

Businesses, both existing and new, can stand to gain from the new alternative that SHRT-1 will provide to the congestion on the A32 road and other key links. Opportunities will exist for company travel plans to be exploited in the area with innovative travel packages for employees, such as personalised journey planning, which offer a real alternative to car use for the journey to work. An innovative approach to mobility management can provide a boost to recruitment and assist the problems of skills shortage and unemployment. In turn, employers must have the opportunity of funding travel incentive schemes (e.g. block ticket purchase, travel loyalty schemes, etc) in partnership with the operators, for use on the system. In this way, businesses may be able to share the revenue risk or gain, resulting from their mobility management package.

ACTION - A programme for mobility management and the implementation of travel plans to utilise LRT should be developed in partnership with employers in the area. This will encourage collaboration between businesses and the rapid transit operator to market it as a travel option for employers, retailers and other businesses in the wider area, in partnership with other local transport operators. The programme will involve a public relations and publicity effort, together with innovative ticketing deals, promotions, etc. It will build on existing policies and support the integrated management concept with a strong case for financial commitment by business interests, the Local Transport Plan and other funding sources.

Principal - All, but initially SHRT operator in association with HCC and PCC Travel Plan co-ordination officers

Timescale - Plan during construction, for implementation once operation

commences.

Accessibility

Accessible networks

It is important that pedestrian and cycle networks provide good links to the tram stops. The procurement for SHRT-1 is exploring the viability of accommodating cycles on trams throughout the route. The outcome will determine the interface between cycling, the ferry service and trams. Whilst it is difficult to predict the impact of this on cycling at this time, account must be taken of the policy to promote cycling and provide good interchange. Secure facilities, including CCTV, will be provided at stops for those cyclists who wish to leave their cycles and continue their journeys by tram.

ACTION - Studies should be undertaken to determine appropriate local infrastructure improvements to enhance accessibility for pedestrians and cyclists. The design of connecting routes and facilities should be developed in partnership with local members and residents, including local cycle groups. The promoters will keep cycle/tram journey opportunities under review, together with the need for improved facilities at stops and stations. These facilities should be implemented in conjunction with the LRT scheme construction timetable.

Principal - Promoters and district councils

Timescale - Prior to construction

Local car parking

Whilst some additional car parking will be provided at Fareham rail station, and at limited locations elsewhere on the route, it would be inappropriate to encourage park and ride or casual car interchange at many stops along the route. Indeed there are some areas that have car parking problems already, notably in the more densely developed parts of the urban area, therefore, it will be important to guard against motorists driving to local tram stops and causing parking problems in residential neighbourhoods. The management of car parking can have a significant impact on the use made of the system and it will be important to provide good feeder bus routes to the stops. Restrictions to parking without a reasonable alternative will lessen the attractiveness of the LRT system to potential users.

ACTION -Technical studies should be undertaken to assess the locations where parking issues may surface and to prepare a strategy and implementation plan to manage this demand in conjunction with residents.

Principal - Promoters and district councils

Timescale - Prior to construction

Community Access

The new link has the ability to provide a number of social benefits and opportunities for the communities served. These include easier access to places of employment and healthcare, easier access for people with disabilities for whom traditional bus travel may be difficult, and more frequent and convenient journey opportunities to and from places of entertainment and further education, particularly for evening return journeys. It provides the means to tackle a number of social exclusion issues and should be actively exploited for linking community interests and improving accessibility for individuals and groups, who might otherwise require bespoke travel or social care arrangements.

ACTION - The LRT link should be embedded within the community strategies and corporate objectives of the local authorities and its role in improving social inclusion be actively pursued.

Principal - District councils FBC, GBC, also PCC

Timescale - Plan during construction

Safety

Complementary measures

Passenger stops and interchanges must provide a safe and secure waiting environment for all users, so as to foster confidence in the network. The immediate environment at stops is specified in outline by the promoters, but in detail by the concessionaire. The pedestrian and cycle networks that serve the stops are key links in people's journeys and must provide the same high standards of lighting, surfacing and maintenance, and personal security.

ACTION - Pedestrian and cycle routes that link to stops should be identified for priority treatment for lighting, CCTV, surfacing and maintenance to promote personal safety and security for users. A priority maintenance regime may be justified around the tram stops and funding mechanisms may need to be assembled before the system opens.

Principal - HCC, PCC in conjunction with FBC and GBC

Timescale - Plan prior to construction

Safety education

Education of road users, including pedestrians and cyclists, is an important aspect in the introduction of LRT technology into an area. A well targeted education and communication plan to schools, businesses and community groups for example, can provide dual benefits in terms of safety and public awareness of the travel opportunities for the system.

ACTION - The concessionaire is required to produce and promote suitable educational and publicity material to ensure safety of users and non-users of the system. The promoters should integrate and support this service within their corporate communication strategies for travel safety.

Principal - Promoters (HCC, PCC) and concessionaire

Timescale - Prior to construction and refreshed at subsequent phases prior to and

after operation commences.

Integration

Integrated ticketing

The concessionaire will manage fare levels within the promoters' fares policy (subject to this control representing value for money) and will participate in an integrated ticketing regime. The promoters wish to see SHRT-1 integrated with other public transport services in the area, supported by cross ticketing. With the good interchange facilities to be provided along the route, it is to be expected that a significant number of travellers will make use of the system as a 2-part journey. It would not be acceptable, therefore, if the fares and ticketing arrangements failed to take account of bus and rail elements of such multi-part journeys. The local authorities are committed to exploring the feasibility of implementing a multi-operator, multi-modal integrated ticketing system for South Hampshire in cooperation with all existing transport operators. The LRT system operator will be included in the scope of this initiative. The concession agreement facilitates this and commercial incentives should not preclude the delivery of integrated services and ticketing arrangements.

ACTION - As a priority, the promoters will investigate the options and business case for an integrated ticketing system and consult with operators to establish an implementation plan to coincide with the introduction of SHRT-1 services in 2007.

Principal - Promoters (HCC, PCC) in conjunction with the concessionaire

Timescale - Prior to construction

Feeder services

It is to be expected that the operators of existing transport networks, notably local bus and ferry services, will choose to modify their services upon the opening of the SHRT-1 service. Recognising their commercial ability to compete with SHRT-1, operators will be encouraged to work in partnership with the promoters to provide feeder services into the system and avoid the need for wasteful competition. An assessment of possible feeder bus routes should be commenced to complement the local car parking strategy and cater for non-car users.

ACTION - Through the integrated ticketing scheme and improvements to interchange facilities the promoters will encourage and assist the operators of other existing networks to design complementary services for the benefit of the community and the travelling public. Such links should not only serve residential areas away from the line, but also large, isolated employment or retail areas such as HMS Collingwood and Speedfield Park in Fareham.

Principal - HCC, PCC in conjunction with the operators

Timescale - Before LRT services commence

Traffic priority measures

Motorists and other passengers are attracted to rapid transit systems most effectively by journey speed. Whilst SHRT-1 will enjoy a degree of segregation from other traffic and priority within urban traffic control systems, similar priority should be offered to feeder bus services. This will extend the offer of swift journey times to passengers over a wider catchment area.

ACTION - The promoters will seek to provide maximum priority for SHRT-1 and its bus feeder routes in order to provide attractive journey times and to encourage modal shift. Innovative means of providing priority will be investigated in consultation with district councils and local interests.

Principal - HCC, PCC in conjunction with FBC and GBC

Timescale - Prior to construction

Environment

Environmental improvements

The introduction of light rail can act as a catalyst for regeneration and an upgrading of the urban landscape through complementary environmental improvements. In turn, the attractiveness of the SHRT-1 system will be enhanced by the use of soft and hard landscaping in accordance with the Urban Design Guide.

ACTION - The promoters will discuss the concessionaire's proposals with district councils in order to consider the case for complementary investment designed to promote regeneration objectives, including the consideration of civic art. Local planning authorities will incorporate the layout of SHRT-1 into plans for urban regeneration and improvement, encouraging partnership action with private property owners.

Principal - Promoters and district councils

Timescale - Prior to construction

Future network expansion

The SHRT-1 scheme is part of the development of a wider rapid transit network serving South Hampshire. The principles and lessons learnt on this first important stage will be useful in specifying and designing subsequent stages of the network. Whilst there is likely to be a limited supply of parking at stops on SHRT-1, the case for a more strategic approach to park and ride will be studied for later stages, with a view to intercepting car drivers on the periphery of the urban area in preference to attracting them into local centres.

ACTION - The promoters will manage the development of the wider network and will consult and agree with the relevant local authorities on the future route options for expanding the coverage of SHRT. Studies will also be undertaken into the scope for strategic Park and Ride within the Solent Transport area, linked with the future extended SHRT network.

Principal - HCC, PCC

Timescale - Commence planning prior to construction

CONCLUSION

The introduction of SHRT-1 provides more than a high speed modern transport link between Fareham, Gosport and Portsmouth. It brings the prospect of real gains for the communities served. This cannot be delivered by the concessionaire and operator alone. Indeed, their remit is purposely limited to providing the rapid transit link. The Corridor Development Strategy provides a lead for the local authorities, business and community leaders to rise to the challenge and supplement the investment in transport infrastructure with improvements that will make a difference to the lives of local residents, employees and the communities. This Strategy is intentionally flexible and does not lay down specific requirements. These are for the respective partners to consider, design and provide in close conjunction with the promoters, the concessionaire and local people. It is to be hoped that the Strategy will provide an impetus for the wide variety of interests in the community to consider how best to make use of this new transport link and achieve a step change in the quality of life. It is important that the opportunity is taken to provide the very best facilities, so that a world class system is provided when SHRT-1 opens in 2007. This Strategy provides the concessionaire, local representatives and the wider community of business and transport interests with a statement of intent that is capable of adjustment and enhancement. By acting together, the area can help itself to secure the best outcome from the investment in SHRT-1 for its community and the prospects for the wider SHRT network across South Hampshire.

Corridor Development Strategy -

draft/PJM/030729

Summary of Actions by Principal Delivery Agents, displayed by Timescale

Action Principal Timescale

Cycle users HCC, PCC During contract

negotiations and

prior to construction

Land use benefits PCC,GBC,FBC Immediate

Accessible networks Promoters and district Prior to construction

councils

Local car parking Promoters and district Prior to construction

councils

Complementary measures HCC, PCC with FBC,GBC Plan prior to construction

Community Access PCC,GBC,FBC Plan during construction

Safety education HCC, PCC and Prior to construction

concessionaire and subsequent action

Integrated ticketing HCC, PCC and Plan before services start

concessionaire

Traffic priority measures HCC, PCC with FBC,GBC Prior to construction

Environmental improvements Promoters and district Prior to construction

councils

Future network expansion HCC, PCC Plan prior to construction

Mobility management All, but initially SHRT Plan during construction,

Operator in association for implementation once

with HCC and PCC Travel operation commences

Plan co-ordination officers

Feeder services HCC, PCC in conjunction Plan before services start

with the operators