Hampshire County Council South East Hampshire Transportation Panel 15 October 2003 Policy and Progress Update Report of the Director of Environment

Item 8

Contact: Jonathan Crabb, ext 6047 email: [email protected]

1. Summary

1.1 This report outlines progress on key planned schemes, and developments in feasibility projects, in the South East Hampshire Transport Strategy (SEHTS) area.

2. South Hampshire Rapid Transit

South Hampshire Rapid Transit 1 Scheme for Light Rail between Fareham, Gosport and Portsmouth

2.1 Since commercial bids were received in December 2002, the County Council and Portsmouth City Council have been engaged in early contract negotiations with the two bidding consortia. The outcome has confirmed that the project will required greater funding from the public sector partners than the amount provided for in the current funding agreement that the County Council and Portsmouth City Council has with government. Options to reduce the funding requirement are under consideration and a submission to the Secretary of State is expected to go forward this autumn. Subject to a revised funding agreement being reached, procurement is expected to be concluded next summer and construction work is to commence towards the end of 2004. The delay over funding is likely to delay tram service operations until 2008. A draft programme of further work is being initiated, in the form of a South Hampshire Rapid Transit-1 (SHRT-1) Corridor Development Strategy (attached as Appendix 1) comprising complementary measures for the rapid transit, such as traffic management, parking, integrated ticketing, feeder bus services, cycle access and urban design.

Wider South Hampshire Rapid Transit Network Development

2.2 The Corridor Development Strategy for the Light Rapid Transit route has been considered by the Light Rapid Transit Development Panel and is being progressed for the purposes of consultation. Work is proceeding on the development of the wider network for SHRT and associated

developments under the Solent Transport Partnership arrangement. The report to the South Hampshire Rapid Transit Future Developments Working Party on 25 July 2003, attached as Appendix 2, provides a review of activities currently being progressed.

A3 Public Transport Corridor

2.3 The progress and development of this phase of the SHRT Network were considered in detail at the South Hampshire Rapid Transit Future Developments Working Party on 25 July 2003. A copy of the report is attached as Appendix 3 and summary details of the main points covered are presented here for information.

Project Funding and Progress

2.4 The response of the Department for Transport to the Major Scheme Appraisal bid (for capital funding for the remainder of the scheme) was expected in December 2002. This has not yet been received and construction of Section 2b of the project has been approved, funded by the 2003/04 Transportation Capital Programme.

2.5 It is not possible to continue to fund the project at this level from the Capital Programme. When the result of the Major Scheme Appraisal is known, the project and its programme will be reviewed to determine how it will proceed within the budget available.

2.6 The design for the proposals in Section 2a, Purbrook Village, are complete and implementation will be addressed in the project review.

2.7 The detailed design of Section 3, Waterlooville, has been reviewed with the Town Centre Consultative Panel in light of technical and cost implications arising from the investigations and development so far. The scale of the proposals has been reduced to create a scheme that meets the expected budget and programme, but in such a way that it can be easily expanded to complete the other elements if funding becomes available. Key parts of the new proposals are being designed to meet the current programme should the project review allow it to continue.

2.8 No work has been undertaken north of Waterlooville; the project review will determine how this is to proceed.

2.9 There has been some delay to the development of the Real Time Passenger Information system that will continue the service provided by the new system in Portsmouth. Bus shelter signs are unlikely to be installed before the end of 2003, when they can also be included in some of the shelters north of Purbrook.

2.10 With Section 2a, Purbrook Village, on hold pending the project review, there has been a delay to the ducting for the Closed Circuit Television cameras. Steps are being taken to complete this independently and the system should be operational in early 2004.

2.11 The signing of the Quality Bus Partnership specifically for the A3 Corridor is being coordinated with the release of a new brand livery for the First 41 service vehicles. Initial preparations are being made for November but this is dependent on progress with the bid.

3. South Coast Multi-Modal Study (SoCoMMS)

3.1 As previously reported to this Panel, the final report for this Study has been produced by consultants and formally presented to the Secretary of State for Transport for consideration. The South Coast Study was set up to develop a transport strategy for the corridor between Southampton and Margate which addresses congestion, safety and environmental problems and supports regeneration and economic growth.

3.2 The analysis carried out by the Study provides a framework for considering future transport investment decisions in the study area. The recommended strategy includes enhancements to the strategic road network to tackle congestion alongside measures to improve access to ports and airports, improve public transport, manage future growth in travel demand and provide balanced choices for transport users.

3.3 The Secretary of State's response to SoCoMMS was announced on 9 July 2003, in which he supported many but not all of the Study's recommendations; in particular bypasses and road improvements proposed in East and West Sussex, including Arundel, Chichester and Worthing, were not supported, due to the impact on environmentally-sensitive areas.

3.4 Within Hampshire several key projects in relation to the strategic highway network are to be taken forward, and the County Council is keen to support the Highways Agency to ensure the full benefits of the proposals in terms of Intelligent Transport Systems and the impact on the local road network are achieved. The proposals are:

(i) M27 technology improvements (currently being taken forward by the Highways Agency.)

(ii) M27 widening between junctions 3 and 4, climbing lane between junctions 11 and 12, junction improvements and introduction of improved technology. (Detailed work on this scheme is to be carried out to bring forward proposals for entry into the Targeted Programme of Improvements, with a view to delivery over the next decade.)

(iii) A27 upgrade between the M27 and A3(M). (Under consideration for the longer term, subject to satisfactorily resolving potential environmental impacts.)

3.5 The Secretary of State also supports the Study's recommendation in relation to local transport and the development of a set of measures for tackling congestion in the main towns along the corridor. In particular this will focus on:

(i) a package of improved bus services;

(ii) park-and-ride sites;

(iii) demand-management measures, including increased parking charges and, in the longer term, cordon charging;

(iv) in the longer term an extension of the South Hampshire light rail scheme from Fareham to Southampton;

(v) rail-rolling stock improvements;

(vi) new stations; and

(vii) a new chord at Eastleigh.

3.6 The County Council has contributed to a joint response to the Secretary of State sent by Portsmouth City Council on behalf of the Solent Transport Partnership, expressing concern at the level of commitment towards investment in South Hampshire but welcoming the opportunity to submit a supplementary bid.

3.7 The timing of the Secretary of State's announcement was too late to allow the Authority to include bids for further funding within the Local Transport Plan (LTP) Annual Progress Report submission at the end of July 2003, in relation to projects and work that need to be carried out to deliver the Study's recommendations locally. Therefore the Department for Transport set a new deadline of 12 September 2003 for supplementary bids to cover costs of action specifically invited by the Government.

3.8 The County Council has submitted a supplementary bid for £1.2 million. This consists of two elements to fund specific projects on the A27 Southampton to Fareham corridor and the development of an overall plan for implementing the SoCoMMs recommendations in South Hampshire.

3.9 The first element of the bid is for £900,000 in 2004/05 to fund specific projects on the A27 Southampton to Fareham corridor. These are a bus only link along Botley Road (£400,000) and a package of enhancements to the A27 corridor in Fareham (£500,000). The schemes have been developed under the umbrella of Solent Transport within this corridor parallel to the M27. The aim of the schemes is to promote public transport use, reduce the impact of local traffic on M27 interchanges, potentially help to reduce local traffic using the M27 and assist in reducing the severance effects of the heavily-trafficked A27.

3.10 The second element of the bid is for £300,000 in 2004/05 to fund the development of an overall plan for implementing the SoCoMMS recommendations in South Hampshire. The plan will address a series of short and medium term measures to promote the role of rail, bus/coach and

park-and-ride in the area as an integral part of the Solent Transport initiative. The work will also determine how demand management and behavioural change initiatives can be developed within the strategy.

3.11 The announcement as to whether this bid is successful or not will be made as part of full LTP settlement in December.

4. Fareham-Gosport Accessibility

4.1 A meeting has recently taken place between officers of Hampshire County Council, Fareham Borough Council and Gosport Borough Council to coordinate the development of a package of schemes on the A32 corridor and the wider peninsula. This process is assessing potential and schemes which could be funded through the LTP and developers' contributions. The output will provide a coordinated package of schemes to address the issues on the corridor. It should be noted that funding for the schemes listed is not yet approved.

Bus Detection Measures A32 Fareham Road/Wych Lane Junction

4.2 The County Council's partner consultant, Atkins, has undertaken a feasibility study to introduce bus detection measures at this junction. This study is being coordinated with the A32 bus priority study. Preliminary calculations indicate that the Selective Vehicle Detection system will have benefits for bus journey times during off-peak periods, whilst not causing too much disruption to the general traffic flow. It will be of limited benefit at peak times. Clarification of utility company services has been obtained, and details of the sensor equipment have been received from the bus operator, First, and the manufacturer, Siemens. Sensitivity testing and design are currently being carried out.

A32 Gosport Road/Salterns Lane Junction Improvements

4.3 Atkins has undertaken a feasibility study into reducing congestion and delays at this junction by limiting traffic movements and introducing a pedestrian phase through:

(i) banning right-hand turning facilities into Salterns Lane from A32 (S);

(ii) the left turn out of Salterns Lane to the A32 (S);

(iii) widening of the A32 south-bound through the junction to two lanes; and

(iv) linking to the Urban Traffic Control system presently being introduced along the A32 corridor.

The work is also being coordinated with the other projects along the A32 and requests from the local Highway Management Advisory Panel to


reduce the `green' time on Salterns Lane itself. Further calculations are required before this scheme can be deemed feasible. Once this is complete, consultation with local Members and the community will take place.

B3385 Newgate Lane - Signalisation of Longfield Avenue and Speedfield Roundabouts

4.4 At the March meeting of the Panel, it was reported that Atkins had completed a feasibility study into the provision of signals at these two roundabouts. The main purpose of this study is to investigate the opportunity for improvements to these junctions to relieve congestion, as an interim arrangement in advance of the Newgate Lane improvement.

4.5 Signalisation of these roundabouts was found to be unsuitable, with lack of stacking space for vehicle queues on the roundabouts and on Newgate Lane itself, between both roundabouts.

4.6 Given changes to the major scheme programme highlighted in section 2 above, and the unsuitability of the signalisation scenario already assessed, Atkins has since undertaken further investigation, involving:

(i) geometric adjustment of the roundabout junctions without signal control;

(ii) indirect signal control with signal control to be applied to the main approach arms;

(iii) combination of indirect control of the roundabout arms and alterations to traffic flow movements to and from the adjacent retail parks; and

(iv) removal of roundabouts and provision of crossroads under signal control.

4.7 This assessment is currently being finalised by Atkins and is being discussed with Fareham Borough Council officers.

Quality Bus Partnership

4.8 In financial year 2003/04, £100,000 of developer contributions has been secured to fund improvements to passenger waiting facilities on the Fareham-Gosport bus corridor. After liaison with the bus operator (First), it was agreed that the first area to target would be the Bridgemary Estate. A programme of replacing bus shelters, bus stop poles, raised boarding kerbs, improved footways and bus stop `boxes' to deter parking is being developed. First will provide comprehensive bus information at each stop. These works will add value to the improvements already carried out at Fareham and Gosport bus stations. Officers are working towards a Quality Bus Partnership agreement with First.

4.9 As part of the Public Service Agreement (PSA) bus targets, an Individualised Marketing Project has been commissioned on Quality Bus Partnership routes, including those between Fareham and Gosport. It is to be hoped that this effort will result in a growth in bus usage on the routes involved.

A32 Bus Priority Study

4.10 In March 2003 the Panel considered a report on the A32 Bus Priority Study. 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 Atkins. This assesses and determines the benefits of possible measures to give buses priority at a number of locations, following initial consultations with the County Council and Fareham and Gosport Borough Councils. After reviewing 23 component schemes on the basis of delays and engineering feasibility, 7 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.

4.11 It is worth noting that both buses and taxis would benefit from bus lanes, subject to agreement and feasibility.

5. Other Schemes

Broom Way Cycle Route

5.1 As part of the Cherque Farm development a cycle route is to be built between the development and Peel Common roundabout. The feasibility report identified a number of issues that need to be resolved during the detailed design. However, the estimated out-turn cost of this scheme is likely to exceed the contribution collected. The detailed design will therefore identify the phasing of this project. The first phase of this work is

to be entirely funded by developer contributions and these monies were received in January 2003. This has allowed detailed design to commence with a view to implementation in financial year 2003/04.

South East Hampshire Transport Strategy Cycle Network Priority Assessment

5.2 A report was submitted to this Panel in March outlining the outcome of an assessment of cycle routes in the SEHT Strategy Area. At the meeting, Members requested that further development work be undertaken linking the network into East Hampshire. These have been prepared by Atkins and copies of the revised plans have been sent to Borough officers for comment.

Recommendation

That this report be noted.

Section 100 D - Local Government Act 1972 - background papers
The following documents disclose facts or matters on which this report, or an important part of it, is based and have been relied upon to a material extent in the preparation of this report.
NB the list excludes:
1.	Published works.
2.	Documents which disclose exempt or confidential information as defined in the Act.

TITLE	LOCATION
None.

8230/JC

APPENDIX 1

HAMPSHIRE COUNTY COUNCIL PORTSMOUTH CITY COUNCIL DIRECTOR OF ENVIRONMENT CITY ENGINEER

FAREHAM BOROUGH COUNCIL GOSPORT BOROUGH COUNCIL DIRECTOR OF

DIRECTOR OF PLANNING AND 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 Millennium 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 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 the 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, should 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 servicesSee �accessibility� above. Also, within Fareham, there is a clear case for looking to link not only residential areas, but large isolated employment or retail areas such as HMS Collingwood and Newgate lane.

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 & 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 & 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 Promoters and district Prior to construction

Improvements 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

APPENDIX 2

Hampshire County Council South Hampshire Rapid Transit Future Developments Working Party 25 July 2003 South Hampshire Rapid Transit Network Development - Progress Report Report of the Director of Environment

Item 2

Contact: Peter Murnaghan, ext 6920

1. Summary

1.1 The purpose of this report is to inform the South Hampshire Rapid Transit (SHRT) Future Developments Working Party of recent progress on the continued development of the wider network, since the last meeting on 14 November 2002. This is additional to the work on the A3 bus priority corridor, described in a separate report on this agenda.

2. Network Development

2.1 Since the last meeting a number of developments have taken place on different elements of the SHRT network. These initiatives are sub- divided into the following areas:

(i) procurement of SHRT-1 between Fareham, Gosport and Portsmouth;

(ii) integrated management of strategic transport planning within South Hampshire;

(iii) multi-modal integrated ticketing for public transport in South Hampshire;

(iv) planning for complementary measures on the SHRT-1 corridor;

(v) reopening of the rail station at Chandlers Ford; and

(vi) plans for future development of the SHRT network.

3. The Issues

3.1 A brief update is given for each of the work areas in the following paragraphs.

Procurement of SHRT-1 between Fareham, Gosport and Portsmouth

3.2 In December 2002 bids were received from two consortia to build, operate and maintain SHRT-1, the light rapid transit between Fareham, Gosport and Portsmouth. Since that time the bids have been evaluated and, through extensive contract negotiations, a number of significant improvements to the commercial terms and quality of the proposals have been achieved. It was clear from the bids, however, that the current market has been affected by recent private sector experience in constructing and operating modern light rail systems and there is a commercially sensitive approach to taking on some of the risks involved. This applies not only to SHRT-1, but also to other schemes currently being procured elsewhere in the UK.

3.3 The promoters, Hampshire County Council and Portsmouth City Council, have had to address the need for an increased financial contribution sufficient to meet the requirements of the current bids. The two councils have underlined their joint commitment to the scheme and are in the process of investigating other means of finding the additional funds to secure its delivery. Unfortunately, the need to review the funding requirements has introduced unavoidable delay to the procurement process. Nevertheless, it is hoped that a decision will be reached by the end of July, so that a contract can be awarded towards the end of the year, with construction starting in 2004 and operations starting in 2007.

Integrated Management of Strategic Transport Planning within South Hampshire

3.4 At the last meeting of the Working Party, the concept of an integrated approach towards the management of strategic transport within South Hampshire was described. This novel approach to a more joined-up means of securing transport network improvements and investment was acknowledged in the South Coast Multi-Modal Study commissioned by the Government, and also the Regional Assembly's draft Regional Transport Strategy for the South East, currently under public examination. This innovative partnership has now been established as Solent Transport and was launched in March. Solent Transport involves the three local transport authorities, together with regional government representatives, transport operators, business representatives and other key stakeholders. The launch in Southampton was witnessed by the Secretary of State for Transport, David Jamieson, MP, and a Solent Transport Charter was signed. This commits the parties to tackling, in a more collaborative manner, the future pattern of transport across the sub-region. Central to this vision will be the development of the network of SHRT services. District Councils will have an involvement with Solent Transport through the Area Strategy Panel, an annual progress meeting and the opportunity to participate on specific topic groups that will be convened from time-to-time.

Multi-Modal Integrated Ticketing for Public Transport in South Hampshire

3.5 To make better use of existing public transport services, discussions are well advanced with the bus and rail operators on the scope for an integrated, multi-operator, multi-modal travel ticket. The implementation of such a ticket into the commercial arena is not without difficulty, since the desire to offer expanded travel opportunities and greater convenience for users must not be at the expense of operators' profitability or a diminution of their own revenue streams. It remains the desire of the local authorities that the modal share of public transport should increase as a result of such a ticket and that every individual operator should also share in this market growth. Early indications suggest that the bus operators have been persuaded of the benefits of such integration and the rail and ferry operators are also supportive in principle. It is hoped to establish an early trial of integrated ticketing so as to test the market demand, the most appropriate reimbursement mechanisms between operators and the scope for future enhancement. This new venture will be well-publicised, so as to encourage awareness and good take-up by prospective users.

Planning for Complementary Measures on the SHRT-1 Corridor

3.6 In addition to the procurement of SHRT-1, county and district officers have been discussing the opportunities to provide added value to coincide with the introduction of rapid transit services between Fareham, Gosport and Portsmouth. The introduction of a new rapid transit link provides the opportunity for complementary measures to be provided in terms of environmental improvements, landscaping 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, but are essential if the new network is to be well integrated into the urban fabric. A Corridor Development Strategy has therefore been prepared, which is planned to guide the local planning authorities, business and regeneration interests and fellow transport providers to provide the complementary improvements alongside the procurement process.

Reopening of the Rail Station at Chandlers Ford

3.7 A key element in the SHRT network was the reinstatement of passenger train services from Chandlers Ford on 18 May 2003, after a break of 34 years. This intermediate stop on the line between Eastleigh and Romsey allows the introduction of a new hourly train service from Romsey to Southampton and Totton, providing important interchange opportunities at Eastleigh and Southampton Airport. The new station in this growing community has been planned for a number of years and has been secured as a result of contributions from developers, together with funding from the Local Transport Plan and the Rail Passenger Partnership fund of the Strategic Rail Authority. The new station building, which is still under construction, will feature a manned ticket office and waiting area, cycle storage and a small car park, together with convenient bus and cycle links. The building should be completed in September and an official opening ceremony is planned for October.

Plans for Future Development of the SHRT Network

3.8 Consultants are studying the options available for extending the SHRT network between Fareham and Southampton by means of rail improvements and the proposed Eastleigh Chord. A number of engineering constraints will need to be overcome before a firm business case can be developed, but these issues are being progressed alongside plans for the emerging spatial strategy for the South Hampshire sub-region.

3.9 Members will note that much progress continues to be made in laying the foundations for a high quality mass transit system to serve South Hampshire over the next 20 years and beyond.

Recommendation

That the Working Party notes progress underway in developing the South Hampshire Rapid Transit network and endorses the continuing approach.

Section 100 D - Local Government Act 1972 - background papers
The following documents disclose facts or matters on which this report, or an important part of it, is based and has been relied upon to a material extent in the preparation of this report.
NB the list excludes:
1.	Published works.
2.	Documents which disclose exempt or confidential information as defined in the Act.

TITLE	LOCATION
None.

8072/PJM

APPENDIX 3

Hampshire County Council South Hampshire Rapid Transit Future Developments Working Party 25 July 2003 A3 Public Transport Corridor - Progress Report Report of the Director of Environment

Item 3

Contact: Geoff Topps, ext 7959

1. Summary

1.1 This report provides Members of the Working Party with an update on the progress of this phase of the South Hampshire Rapid Transit (SHRT) network.

2. Background

2.1 The A3 Bus Priority Corridor is the second phase of the SHRT network and is being developed and implemented over several years through partnership with other local authorities and the bus operator First. Further background information can be found in previous Working Party and South East Hampshire Transportation Panel reports.

3. Steering Group

3.1 The A3 Steering Group continues to meet on a three monthly basis, providing a forum for all the partners to the project to meet and discuss principles and issues relating to the project.

4. Quality Bus Partnership

4.1 The draft Quality Bus Partnership (QBP) for the A3 Corridor between Hampshire County Council, Portsmouth City Council and First has been completed. It is intended to combine the signing ceremony with the launch of the new corridor service livery if the two dates can be brought together. This has been delayed while the branding has been approved by First.

4.2 No further consideration has been given yet to developing a statutory QBP for the A3 corridor.

5. Closed Circuit Television

5.1 The specification for the dual role camera system has been finalised and the orders made to set up the new image control and relay systems. It has been clarified that Havant Borough Council requires planning applications to be made for the new camera pole locations and these have been submitted for Sections 1 and 2. It has taken longer than expected to resolve the system and specification and the first cameras will not now be operational until October 2003.

5.2 To capitalise on the surveillance and security benefits of this system discussions will be held with the Police to see if an advertising campaign can be developed that uses the new bus shelter advertising panels.

6. Real Time Passenger Information

6.1 The County Council has awarded its contract to SLE for county-wide Real Time Passenger Information (RTPI) provision. Detailed discussions will be held with Portsmouth City Council to develop an integrated system between the two authorities to provide seamless information to passengers along the whole of the corridor. Both systems will be based on new digital and global positioning technology.

6.2 Portsmouth will be using new LCD display screens in its new bus shelters; investigations will be made to see if these or something similar can be used in the Hampshire bus shelters to provide greater visual continuity.

6.3 The base station and network infrastructure will be designed and installed in the coming months with a view to getting the first operational by November 2003.

7. Bus Shelters

7.1 The new bus shelters for Section 1 have now been installed by Adshel and are a noticeable improvement. Where local residents have expressed concern that the new shelter outside their property is having a greater impact than expected discussions are being held to see if this can be improved with minor accommodation works.

7.2 Negotiations with Adshel have confirmed that they still intend to be a partner of the scheme by providing free new shelters where new advertising space can be provided. However, given the problems encountered so far in getting the current shelters installed (and the quality of installation workmanship) a tender is being prepared for the procurement of the remaining bus shelters. Adshel's performance over the next month will dictate if this is used.

8. Project Funding

8.1 In December 2002 the Department for Transport acknowledged the importance of the scheme but requested additional information to gauge whether it would be eligible for Government funding. Considerable further information has since been provided and resolved all queries. The bid is now completing its final evaluation and the result is expected soon.

8.2 The current project programme is based on the fastest possible implementation, which minimises the number of years that funding is required but consequently maximises the cost each year. To date the project has been funded by allocations from the Transportation capital programme, with major scheme funding taking over for the future. If the major scheme bid is unsuccessful and the rest of the scheme continues to be funded from the capital programme, then the project and its programme will have to be reviewed and revised so that the annual costs can be catered for.

9. Project Progress

9.1 Construction of the highway infrastructure is progressing well and the partnership working with contractor Dyer and Butler is proving beneficial.

10. Section 1 - Widley to Purbrook

10.1 The highway works were substantially complete at the end of February 2003. This took a little longer than originally planned, mainly due to including more work at the top of Portsdown Hill and the need to divert an unexpected Statutory Undertaker cable.

10.2 As expected the quality of workmanship has been very high, health and safety issues have been very well managed, environmental issues given special consideration and inconvenience to residents and motorists using the A3 kept to a minimum. Significant accommodation works have been incorporated as a result of the local consultation, and when local businesses were surveyed after completion a positive response was received (refer to attached appendix for a more detailed summary of the responses).

10.3 Some drivers have been finding it difficult to adapt to the new 30 mph speed limit. Additional signs to remind them of this have been put up and the traffic speeds will continue to be monitored and reviewed with the Police.

10.4 By the end of the year the additional closed circuit television and RTPI systems should be operational so that Section 1 will be a completed example of what is proposed for the A3 corridor.

11. Section 2a - Purbrook Village

11.1 After significant consultation and negotiation the proposals for Section 2a are nearing completion. There is no spare road space or highway land within the village to allow bus lanes to be provided. Therefore the proposals focus on rationalising the existing on-road parking, environmental improvements to complement the adjacent Conservation Area and improvements to the footway and passenger waiting facilities. The main bus priority works are on the approaches to the village, which may be further improved in the future when the road infrastructure for the nearby major development area has been completed.

11.2 The design and cost estimates for Section 2a are now being completed and the Project Appraisal will be prepared for consideration in September 2003.

12. Section 2b - Purbrook to Waterlooville

12.1 The Project Appraisal for Section 2b was approved in September 2002. It involves significant road widening and the creation of bus lanes both north and south between Purbrook and Waterlooville. This forms the second part of the roadworks for Dyer and Butler, to which the works in 2a will be added if they are approved.

12.2 The advanced works for Section 2b (north of Purbrook) are now well underway, which include earthworks to the areas dedicated for road widening and the diversion of public utility company pipes and cables under the west side verge. The main roadworks have now also started and are due for completion in December 2003.

Moving British Telecom Underground Cables

12.3 A manifestation of its previous trunk road status is that the A3 carries some major public utility services, including part of British Telecom's (BT) national fibre optic network. This has been identified and financial allowances made for necessary diversions during the project development. However, when BT estimated that this would take more than two years to complete, negotiations were undertaken to try and reduce what appears to be an excessive timescale.

12.4 It was agreed to allow the contractor Dyer and Butler to lay the new ducts and access chambers for this work (and save several months' construction time), but BT will not reduce its estimated recabling and reconnection time, which is linked to its internal data management procedures. BT has promised to try and do this more quickly, but if it follows current estimates the roadworks on the west side of the A3 in the areas of the diversions will not be able to be completed until 2005. The implications for the construction programme is that the west road widening cannot be carried out until this has been done, so this section will have to be finished in two phases (with phase two being the west side works in 2005).

Surface Water Drainage

12.5 The existing local surface water drainage system already reaches (and sometimes exceeds) its capacity at peak times and the road widening will increase the amount of water entering it. Therefore Southern Water has requested either that the main drainage system is upgraded or temporary storage (attenuation) with a limited outflow is provided as part of the drainage system for the works. Replacing the main drainage would be extremely costly, disruptive and time consuming, therefore water attenuation storage will be provided.

12.6 The adjacent land levels would mean that if a balancing pond was used to do this it would need to be very deep, pipes to and from it would clash with underground services and there is no time within the current programme to negotiate with the owner for the land required. The non-road highway land is already fully utilised with landscaping and public utility services, therefore the only space available in which to create such water storage is under the carriageway. This is will require two 40 metre long by 1 metre square box culverts (or similar) being constructed, although the designer and contractor are currently finalising the most suitable method of storage and construction to use. During their construction it will probably be necessary to use single way traffic control, with temporary access facilities for some local residents.

Estimated Costs

12.7 The costs arising from both the programme changes, due to the phasing of work because of BT, and the need for drainage storage tanks are greater than originally allowed for in the Section 2b Project Appraisal. The revised cost estimate for this section will be included in the progress report that accompanies the Section 2a Project Appraisal in September 2003.

Conditions of Section 2b Approval

12.8 Section 2b was approved with the inclusion of four conditions, which are being addressed in the following manner:

12.9 Consultation for proposed bus shelter and street light locations - a comprehensive procedure that involves consultation with all local residents and interested parties has been used to assess the proposed bus shelter locations. Final locations have been agreed after review with the local Members and all involved made aware of the outcome. Now that they have been installed some of the new street lights have raised objections from a few local residents. These are being addressed where possible and additional investigations are being made to see if the new columns can have shields fitted to help screen adjacent houses from light spill.

12.10 Provide significant replacement landscaping along the west side, using the most mature trees practicable - replacement landscaping greater than that removed was already proposed and the design for this is now being prepared. This will include suitable mature trees and also wild flower seed mix on some of the verge areas. Details will be provided for the local Member's consideration before planting begins in autumn 2003.

12.11 The performance of the southbound traffic signal bus gate shall be reviewed after 18 months operation (including local feedback) to determine its performance and decide if it is retained - the bus gate is affected by the delay in diverting the BT fibre optic cables. It cannot be installed until these have been completed so it seems unlikely that the bus gate will be operational before 2005. The review will still take place 18 months after its eventual completion.

12.12 The Winchester City Council's Major Development Area Working Party and developer for the Major Development Area (MDA) West of Waterlooville be asked to give high importance to the inclusion of a rural footpath adjacent to the new landscaping strip - this request has been passed to County Council and Havant Borough Council officers to raise at the Working Party.

12. Section 3 - Waterlooville Town Centre

13.1 Waterlooville is the most significant destination along the A3 Corridor within the County Council part of the route and is commanding a corresponding amount of effort to develop. It is intrinsically linked to Havant Borough Council's wish to extend the existing pedestrian zone south into London Road. A great amount of time has been spent investigating the options and limitations within the town centre and discussing the results with the Waterlooville Town Centre Consultative Panel.

Town Centre Consultative Panel

13.2 The Consultative Panel for Waterlooville Town Centre has continued to consider the results of investigations and development of the current proposals and provide its comments and views on the various issues that have arisen. With the Panel's assistance the initial concept has been worked up into a practical solution that satisfies the local needs and desires related to the project.

Pedestrian Zone

13.3 After considerable study, investigation, development and discussion a solution has been agreed with the Panel that satisfies the project objectives. This involves extending the pedestrian zone and closing the appropriate ends of Stakes Hill Road, St Georges Walk and London Road south to traffic, with the exception of buses which can use a single lane in either direction between St Georges Walk and London Road south.

13.4 The proposal was supported in November 2002 and the concept has now been developed. It had initially been intended to show the proposals to the public in May 2003 but this has been postponed until October 2003, by which time a fuller and more detailed description can be provided. One of the most significant features is the proposed provision of rear access for deliveries for businesses on the east side of London Road that have shop front deliveries at the moment. This is a consequence of the pedestrian zone extension and bus operator preference to keep delivery vehicles out of the bus lane, which is being resolved with the assistance of Havant Borough Council.

Forest End Roundabout

13.5 Forest End Roundabout is the southern junction of London Road south, the A3, the town centre bypass (Maurepas Way), and Rockville Drive, the south eastern link road. It acts as the southern gateway for the town centre and will have more and new bus manoeuvres as a result of the town centre proposals. While the roundabout works well at the moment, delays can already occur at peak times and these are likely to get worse as traffic volumes increase in the future.

13.6 Under the proposed scheme all the bus services will have to use London Road south to enter or exit the town centre. This is a minor arm on the roundabout and when the junction is busy it is difficult to get out because of the dominance of through traffic from Maurepas Way. Therefore, at peak times the roundabout does not provide priority for buses and could create bus queuing in London Road south. Also, Rockville Drive is not wide enough for buses to turn left into it from London Road south without crossing into on-coming traffic.

13.7 To overcome these problems a traffic signal option has been investigated for this junction. A layout for a northbound bus lane has been developed that will give buses on the A3 priority to the junction, and intelligent signal sensors and phasing can then give all bus manoeuvres priority across the junction. Inevitably, making such provision for buses, at such a major junction where space is limited, will cause some extra delay to other motorists, but without this buses will suffer increasing delays as traffic conditions deteriorate. Traffic signals also allow better crossing facilities to be provided for vulnerable road users such as pedestrians and cyclists.

Advanced Works and Phased Construction

13.8 There are several other areas within Section 3 where more conventional highway works are being proposed. These will need to be completed before the pedestrian zone can be extended (so that the new traffic system can function), therefore it is desirable to start these and any advanced diversionary works they require as early as possible. Ideally, this work should start in early 2004 so a project appraisal request to do so will be considered for November 2003. This will be before the town centre design work has been completed, which will have its own project appraisal in 2004 so that work can begin on the pedestrian zone extension before 2005. The actual dates for these events will be subject to the outcome of the bid for major scheme funding.

13. Sections 4 and 5 -North of Waterlooville

14.1 Due to the work required on Sections 2 and 3 there has been no significant work carried out north of Waterlooville. This also reflects holding back commitments until the bid for major scheme funding has been resolved.

15. Portsmouth City Council Progress

Passenger Facilities

15.1 There are nine I-kiosks planned for the city, eight of which have already been installed. The ninth is planned for inside the ferry port building and its arrival is imminent. These new shelters will be connected to the Internet by BT by the end of July/August.

15.2 The new bus shelters are due to arrive in September, and they will be installed between September and December. In terms of the A3 route new shelters will be located at the Cosham Compound, the stop near the hospital and at the top of Portsdown Hill near Widley. These stops along the A3 route will be provided with `real-time' information. Real-time information should be introduced from December. Initially this will be for routes 17/18 and 41 and by June 2004 will cover all bus routes.

15.3 The `historic' tram shelter has found a secure new home at Gun Wharf Quays and the shelter should start to be moved from 7 July. The dismantling of the shelter should take approximately two weeks.

Hilsea

15.4 Stage 3 of the bus lanes in Portsmouth is due to commence at the end of July 2003. This is a 300 metre section of south-bound bus lane from St Chads Road to Mayfield Road. Further stages will be developed dependent on funding availability.

North End

15.5 Initial concepts are being considered for North End but they have not yet reached a point where they are suitable for public consultation. The area is already difficult, with many competing demands for very limited road space. This makes the development of proposals for bus priority here a particular challenge, but it acquires more credence as more of the total corridor is completed.

16. Bus Service Issues (including Branding and Marketing)

16.1 First has been contemplating service delay problems for the A3 corridor service (41) that occur in Southsea that are not easy to overcome with highway works. Also First has been using the same fleet of buses to serve both the 40 and 41 services, which would mean any special bus livery used for the A3 corridor service (41) would also appear on a different route and undermine its effectiveness.

16.2 As a result First has redirected the A3 service to Gunwharf Quay, which avoids the Southsea problems, allows separate vehicles to be used for the 40 and 41 services and arguably is a better destination for the south end of the route.

16.3 The proposal for a different brand from First's normal corporate livery for the A3 corridor has been studied and approved by its national headquarters and fully endorsed. While this has taken longer than expected, the new livery is now being ordered so that it can be put into service in the near future.

17. West of Waterlooville Major Development Area

17.1 Since January 2003 planning of the proposed MDA at West of Waterlooville has continued, with partnership working between the County Council, Havant Borough Council, Winchester City Council and development interests to take forward the development. Evidence was given to the Havant Borough Local Plan Inquiry in spring 2003. Tasks currently in hand cover:

(i) Arrangements for the detailed masterplanning. The development interests have agreed a brief to build on the outline masterplanning framework published in 2002.

(ii) Urban design consultancy study to `add value' to the masterplanning process on behalf of the local authorities.

(iii) Environmental and transport impact assessments to support the Winchester City Council Local Plan Inquiry and outline planning application for the development.

(iv) Financial appraisal of infrastructure requirements.

(v) A study exploring potential linkages across Maurepas Way to reduce its `barrier effect'.

(vi) Winchester Local Plan timetabling.

17.2 A meeting of the West of Waterlooville Forum is set for 29 July 2003 to consider these tasks. The reports on the environmental and transport assessments, financial analysis, urban design and Maurepas Way study are expected in autumn 2003. The programme for the Local Plan Inquiry is still to be confirmed, but it is anticipated that evidence on the MDA will be heard in late spring/early summer 2004, and clarification is being sought with the Planning Inspectorate and the Government Office for the South East over parallel consideration of the planning application.

18. Conclusion

18.1 The outcome of the major scheme bid is going to be critical in determining how the overall project will proceed. In the meantime, Section 1 highway works have been completed and the remaining passengers' facilities will be in place by the end of the year so that a truly finished part of the corridor will be available for all to see and experience. Section 2 is under construction and the design for Section 3 is coming together to form an impressive destination on the corridor.

Recommendation

That the progress of the project be noted.

Section 100 D - Local Government Act 1972 - background papers
The following documents disclose facts or matters on which this report, or an important part of it, is based and have been relied upon to a material extent in the preparation of this report.
NB the list excludes:
1.	Published works.
2.	Documents which disclose exempt or confidential information as defined in the Act.

TITLE	LOCATION
13/3/33 A3 Bus Priority Corridor Scheme Files	Transport Implementation (Major Schemes) or Bureau

8081/GST