Contact: Peter Shelley, ext 6984 email: [email protected]

1. Summary

1.1 This report details the position on local bus service support this year, describes the evolving Passenger Transport Strategy for the future and provides updates on three schemes under the umbrella Blackwater Valley Quality Bus Partnership.

2. Local Bus Service Support - Action in 2005/06

2.1 The County Council set its budget for the support of subsidised bus services for 2005/06 at the same level as 2004/05, adjusted for inflation. Regrettably, despite continued increases in funding in recent years, this budget remains under pressure due to sharp cost increases in the bus industry. The amount of funding available is not sufficient to meet the costs of all supported local bus services in the county. This means that financial support for some bus services or parts of services is being withdrawn.

2.2 In order to maximise value for money for the county's taxpayers, the routes which have been nominated for withdrawal are those which are used least or those which cost the most per passenger to support.

3. Passenger Transport Strategy

3.1 The Passenger Transport Strategy will form an integral part of the second Local Transport Plan (LTP), to be submitted to Government in March 2006. The proposed LTP needs to be realistic and so recognise that the car will be the dominant mode of travel for the foreseeable future and that modal shift will only come when congestion increases significantly. Long term proposals to increase bus and rail services as congestion creates a market for them are complemented in the meantime by improvements to the busiest bus routes, often in urban areas.

3.2 A balanced set of measures are proposed to improve transport and so enhance quality of life by:

(i) improving accessibility to services;

(ii) tackling congestion;

(iii) improving transport-related air quality; and

(iv) improving road safety.

Accessibility

3.3 The LTP is also realistic about accessibility. The Government has provided an accessibility auditing database, known as Accession. This aims to model theoretical journey times to key services by a combination of walking and public transport. However initial results must be viewed with caution due to problems with unreliable data and software faults. Some areas that are theoretically inaccessible by public transport may have limited problems due to high levels of car ownership. Equally, some areas may have worse accessibility than suggested by Accession, because of timetabling problems, cost or lack of information.

3.4 The LTP approach takes a more holistic and realistic approach to accessibility than required by the Government. In particular, the LTP:

(i) considers accessibility to a wider range of services;

(ii) investigates actual rather than theoretical accessibility; and

(iii) considers non-transport measures to improve accessibility, such as bringing services to people.

3.5 The role of scheduled or demand responsive bus services needs to be carefully judged as these can be very expensive to provide to remote locations or for infrequently used services such as hospital visits.

3.6 The Passenger Transport Strategy is therefore evolving as more information becomes available. It is intended that the results of pilot studies will be available to inform the development of the full LTP.

New Approach to Service Provision

3.7 To best match service provision to passenger needs, work is progressing with consultants on an access and demand model which enables the best mix of conventional, flexible and community-based transport to be delivered. The model is initially being developed as a pilot in the Basingstoke and Alton areas. The model will assist in answering some fundamental questions including:

(i) Are travel needs being met?

(ii) Is the current allocation of funds correct?

(iii) Does it provide best value for money?

3.8 The model will also enable the assessment of proposals aimed at modal shift and offer solutions to the accessibility problems identified by Accession. It will help optimise service provision and help offset rising cost pressures whilst providing a framework for strategic network development in the future.

4. Blackwater Valley Quality Bus Partnership

4.1 Three schemes for infrastructure and information improvements under the umbrella Blackwater Valley Quality Bus Partnership are being progressed.

4.2 Work was completed in August 2005 on bus stop infrastructure improvements on Route 6 between Farnborough town centre and Prospect Estate. The £100,000 scheme was funded through the Local Transport Plan. Works included raised kerbs to ease access to buses, bus stop clearways and new bus stop poles with integrated information displays. New shelters will be installed in October.

4.3 Phase 2 of the project, also at a cost of £100,000 and funded through the Local Transport Plan, is scheduled to start in January 2006 and will provide for the installation of Real-Time Passenger Information (RTPI) along the route and further new shelters. (As noted in report on Other Highway Related Programmes.) These works complement investment of £200,000 by bus operator Stagecoach in three new, low-floor midibuses and a frequency increase from 15 to 10 minutes in late 2005.

4.4 RTPI is now being installed on Route 1, Aldershot to Camberley, as the latest stage in the £470,000 investment in this route (£252,000 funded through the Local Transport Plan and £218,000 externally funded).

5. A325 Farnborough Road Improvement - Appraisal Report

5.1 An appraisal report has now been completed that assesses the impact, benefits and disbenefits of this scheme. The improvements undertaken comprised:

(i) various lengths of bus lanes;

(ii) extensive reconstruction and maintenance works;

(iii) new or improved bus shelters, raised kerbs and improved information;

(iv) selective vehicle detection at traffic signals for buses;

(v) improvements to footways and cycle paths;

(vi) improved pedestrian and cycle crossings;

(vii) road safety measures (anti skid treatment); and

(viii) street lighting improvements.

5.2 The overall cost of the scheme was £3.3 million. It is estimated that the works relating to the bus lanes formed approximately 20% of this total cost, ie £630,000. The maintenance (and road safety) works were estimated to cost around 45% of the total, or £1.5 million. The other elements were: street lighting (£530,000), pedestrian crossings (£370,000) and footway/ cycleway improvements (£270,000). It should be stressed that these are broad estimates since stages of the construction works were closely integrated or overlapping.

5.3 A series of surveys and observations have been undertaken. These examined the operation and effectiveness of the bus lanes, the benefits perceived by passengers and the impact on other general traffic. A safety audit was also carried out.

5.4 The key findings were:

(i) good use is made of the bus lanes by all buses and licensed taxis, with minimal misuse by other vehicles;

(ii) there does however appear to be a higher degree of misuse of the southbound bus lane near Ship Lane;

(iii) the bus lanes have provided greater reliability for bus journey times that has permitted an increase in frequency to every 10 minutes (from 20 minutes before the works). Bus users are pleased with this outcome and the reduced journey times;

(iv) there has been a steady increase in bus patronage following completion of the bus lanes with a 17% increase during 2003/04. Some 90,000 passengers are now carried per month;

(v) the cost of the bus lanes, over a 20 year life in broad terms, is equivalent to about 3p per passenger, based on current patronage levels;

(vi) generally peak traffic queues are no worse at junctions on the A325 after the works. In several cases, queueing appears to have reduced;

(vii) longer queues however have been experienced eastbound on Victoria Road, approaching the Clock House roundabout, following the introduction of a bus lane and alterations to the entry to the roundabout;

(viii) the improved footways/cycleways are well used by cyclists;

(ix) the safety audit of the complete scheme (ie not just the bus lanes) has shown that there has been a significant reduction in recorded personal injury accidents. The bus lanes or other elements of the scheme have not created new accident patterns; and

(x) there are clear advantages in the current all day operation of the bus lanes. It minimises misuse, is clearly understood and is operating safely. 12-hour or peak only operation would raise concerns about issues of enforcement and safety and the lack of clear benefits.

5.5 Hence, the A325 improvement has brought considerable overall benefits. There are two specific issues however that will be examined in more detail. These are the operation of the bus lane near Ship Lane and the impact of changes on Victoria Road. The possible need for modifications will be considered. No change to the current all day operation is proposed. The full appraisal report is available on request.

5. Impact Assessments

5.1 This report provides a position statement only, therefore an impact assessment in terms of the Race Relations (Amendment) Act has not been undertaken.

Recommendation

That this report be noted

554/PS