Contact: Geoff Topps, ext 7959 email: [email protected]

1. Summary

1.1 The following decisions are sought:

(i) That the Buildings, Land and Procurement Panel recommends approval of the:

(a) Project Appraisal for Section 4 Waterlooville to Cowplain and Section 5 Cowplain to Horndean of the A3 Bus Priority Corridor, at an estimated cost of £11.936 million; and

(b) conversion of the footway on the western side of the A3 London Road/Portsmouth Road (between Durley Avenue, Cowplain and Catherington Lane, Horndean) to a footway/cycleway under Sections 65 and 66 of the Highways Act 1980.

(ii) That the Executive Member for Policy and Resources approves the:

(a) Project Appraisal for Section 4 Waterlooville to Cowplain and Section 5 Cowplain to Horndean of the A3 Bus Priority Corridor, at an estimated cost of £11.936 million; and

(b) conversion of the footway on the western side of the A3 London/Portsmouth Road (between Durley Avenue, Cowplain and Catherington Lane, Horndean) to a footway/cycleway under Sections 65 and 66 of the Highways Act 1980.

1.2 The Executive Member for Environment: South Hampshire and Resource Management recommends this proposal.

2. Reason

2.1 This decision supports Aims 1, 2 and 4 (Maximising Life Opportunities, Stewardship of the Environment, and Building Strong and Safe Communities) of the Corporate Strategy by creating the standard and quality of public transport facilities and accessibility along this major transport corridor that will stimulate greater use and attract new users who would otherwise use their cars.

2.2 The Department for Transport has approved major scheme funding of up to £25.1 million for this project; its implementation must now be managed to complement the terms of the funding provision. Approval of the final Sections (4 and 5) and the Completion Strategy will allow the project to proceed and be delivered to the planned completion date at the end of 2007/08.

3. Other Options Considered and Rejected

3.1 Alternative North-South route options were considered by the original South Hampshire Rapid Transit network studies, along with light rail and guided bus service options. But these were neither feasible nor cost effective compared to on-road services along the already established A3 route.

3.2 In Section 4, Cowplain, a radical layout was considered to allow buses from either direction to stop on the west (shop) side of the road, but this proved unworkable. Local support favoured a conventional layout.

3.3 In Section 5 the Causeway roundabout junction was investigated to see if improvements could be incorporated for bus priority, pedestrian accessibility, cyclists, safety improvements, access to Hazleton Way and tidal peak hour traffic flows to and from the A3(M) interchange. It was not possible to find a free-flow roundabout junction solution that would provide as many benefits as a traffic signal junction.

4. Conflicts of Interest Declared by the Decision Maker or Other Executive Member Consulted - None.

5. Dispensation granted by the Standards Committee - Not applicable.

6. Reason(s) for the Matter being dealt with if Urgent - Not applicable.

Approved by: ..................................... Date: ...................................

Councillor T K Thornber

482/GT Decn

_____________________________________________

13 OCTOBER 2005

4 NOVEMBER 2005

_____________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

Recommendations

1. That the Buildings, Land and Procurement Panel recommends approval of the:

(i) Project Appraisal for Section 4 Waterlooville to Cowplain and Section 5 Cowplain to Horndean of the A3 Bus Priority Corridor, at an estimated cost of £11.936 million; and

(ii) conversion of the footway on the western side of the A3 London Road/Portsmouth Road (between Durley Avenue, Cowplain and Catherington Lane, Horndean) to a footway/ cycleway under Sections 65 and 66 of the Highways Act 1980.

2. That the Executive Member for Policy and Resources approves the:

(i) Project Appraisal for Section 4 Waterlooville to Cowplain and Section 5 Cowplain to Horndean of the A3 Bus Priority Corridor, at an estimated cost of £11.936 million; and

(ii) conversion of the footway on the western side of the A3 London Road/Portsmouth Road (between Durley Avenue, Cowplain and Catherington Lane, Horndean) to a footway/ cycleway under Sections 65 and 66 of the Highways Act 1980.

482/GT Rpt

APPENDIX 1

A3 BUS PRIORITY CORRIDOR PROGRESS REPORT

1. Summary

1.1 This report explains project progress and the transition phase from construction to operation for the A3 Bus Priority Corridor, as well as major scheme requirements for the budget, programme and quality of bus priority infrastructure requirements to be provided.

2. Background

2.1 The objective of the project is to create a new, high quality public transport service that can compete with car travel and carry a greater proportion of people travelling along the A3 corridor. It will be integrated with other local public transport services to widen its appeal and encourage similar improvements for the Solent area.

2.2 Bus patronage is very vulnerable to service quality and reliability. While the main 41 service along the A3 corridor is one of the better in Hampshire, it already suffers from peak hour traffic congestion problems. These problems will exacerbate with future traffic volume growth, making bus travel less appealing to users and reducing the business case for the operator to invest in the service. However, by working in partnership with Portsmouth City Council, Havant Borough Council and East Hampshire District Council bus priority and on-road infrastructure improvements can be provided to improve and safeguard bus service reliability. This combined with new passenger facilities can stimulate partnership with the bus operator First, which is able to invest in high quality buses and increased services so that a new level of public transport can be provided that becomes a more attractive travel choice that can compete with car travel.

2.3 The A3 Bus Priority Corridor has been developed in five consecutive sections of highway works in the part of the route which falls in Hampshire County Council boundaries, with the first being started at the southern end where the A3 crosses the boundary into Portsmouth City Council's area. The first two sections are now complete, main construction of the third section (Waterlooville) is underway and due for completion in April 2006. Advanced works are underway for Sections 4 and 5 north of Waterlooville and main works for these sections are forecast to be completed at the end of 2007.

2.4 Section 1, Widley to Purbrook, of the A3 corridor was approved by the former Planning and Transportation Committee on 22 January 2001, together with the proposal to use an innovative Term Contract to procure the construction of all sections of the route. The details of the Project Term Contract were approved by the Executive Member for Policy and Resources in January 2002 and the contract was subsequently let to Dyer and Butler. The project appraisal for Section 2b, Purbrook to Waterlooville, was approved on 12 September 2002, the advanced diversionary works started in March 2003 and the main works in June 2003. Section 2a Purbrook was approved in November 2003 and links Sections 1 and 2b to create a single coherent stretch of the corridor approximately three kilometres in length.

2.5 A project appraisal for the advanced works associated with the town centre proposals for Section 3 was approved in December 2003. The main proposals of Section 3, including the environmental improvements and bus-only access through the enlarged pedestrian zone, were approved in November 2004 and are due for completion in March 2006.

2.6 Progress has also been reported to both the former South East Hampshire Transportation Strategy Panel and the Havant Highway and Transport Advisory Panel.

2.7 When completed and operational the project is set to support Local Transport Plan, corporate and national strategies by achieving the following targets:

(i) an 18% increase in bus passenger trips along the corridor;

(ii) up to 20% decrease in morning peak hour bus journey times;

(iii) a 4% modal shift from car use along the corridor; and

(iv) a 50% increase in bus frequency.

2.8 It is difficult at this stage in a public transportation project of this nature to determine if moves towards these targets are being achieved. Moreover the actual disruption during construction can be a temporary detriment to most of these factors and the real evaluation of performance can only be made after completion, when conditions have settled back to equilibrium and time allowed for the new facilities to attract new users.

2.9 The project involves on-road bus priority measures to help improve and maintain service reliability, new high quality passenger waiting facilities and more frequent modern high quality buses. This is a large amount of work that is being provided incrementally over a five year period. Ultimately it will raise the standard of public transport along the corridor, provide better integration with the local network and create a viable alternative to car travel for trips along the corridor and beyond.

3. Funding and Expenditure

3.1 The A3 Corridor project was developed and started using funding from the Transport Capital Programme which then evolved into major scheme funding from the Department for Transport in 2003/04. The major scheme funding is for up to £25.1 million, the forecast for using this is shown in Appendix 4.

3.2 While the design principles of the project were determined for the bid for major scheme funding, the design details are being completed as the scheme progresses up the corridor. Therefore to stay within the project budget the final commitments are being prioritised based on how well they meet the design principles, how much they cost and how well they integrate with the local community and other highway needs.

3.3 To date the first three sections have been approved, they account for the following amounts of the major scheme funding:

2003/04 and 2004/05 expenditure = £ 7,875,000

2005/06 to 2007/08 commitments S1,2a,2b and 3 = £ 5,570,000

Total = £13,445,000

Budget remaining = £25,476,000 - £13,445,000 = £12,031,000

3.4 The forecast costs for Sections 4 and 5 are £11,936,000 which is within the remaining budget. Actual expenditure will be monitored so that work commitments do not exceed the budget and surplus funding will be considered for either additional works or complimentary project items. Although these sections have been initially developed separately, their detailed design and consultation has been combined to speed up delivery. Therefore approval can be sought for both at the same time, which will also allow more flexible working for the contractor and so a faster completion of the road works. Sections 4 and 5 proposals and their indicative costs are described in Appendix 5.

4. Programme

4.1 Good progress has been made and the main highway works in Sections 1, 2a and 2b are complete along with phases a, b and d of Section 3 Waterlooville Town Centre. The large central phase of 3c is the bus priority measures and town centre improvement works in the shopping area, which started main works in June 2005 and is due for completion in April 2006.

4.2 Advanced works for Sections 4 and 5 started in November 2004 and approval of the project appraisal will allow main works to start in January 2006.

4.3 A number of external factors have meant that the overall scheme has not progressed as quickly as hoped in the original 2002 project programme:

(i) The design of bus routes in Waterlooville town centre have been amended in response to consultation and investigation. Instead of the originally planned interchange in Swiss Road, the design now includes a pedestrian and bus only zone in the town centre. This has required additional time for design and consultation.

(ii) There has been uncertainty about the amount of time needed to divert BT fibre optic cable in Section 2b. Original estimates provided by BT have proved to be optimistic, leading to a delay in the programme.

(iii) The scheme has had to be amended following consultation with the drainage authority. This identified that the down stream sewers in Section 2b could not accommodate the extra water flow from road widening. The most feasible and cost effective solution identified was to provide surge tank temporary storage for times of high rain fall, which were a major additional element for construction on such a busy A road.

4.4 The project team is endeavouring to maintain rapid progress on this scheme and approval of the final sections will release the remaining areas of work so that the highway construction and passenger facilities can be completed as soon as possible.

5. Extra Works and Efficiency

5.1 The implementation process for this project is unusual in that not all of the detailed design has been completed before funding was granted. While the overall project costs have been estimated it has been possible to review, revise and redefine the final problems and solutions to ensure that the most cost effective proposals are determined within the budget that has been set.

5.2 In this way it has been possible to achieve some cost savings (primarily by avoiding PU diversions). The opportunity has been taken to see what complementary work might be undertaken north of the anticipated end of the project at the Causeway junction in Horndean. Minor peak hour delays in Horndean village would require major works which are not feasible, but new bus shelters with Real Time Passenger Information (RTPI) and CCTV security surveillance would benefit passengers, along with pedestrian crossing points. The DfT has been made aware of this situation and the additional facilities will be provided from the allocated budget as a form of efficiency to get more for the same cost.

6. Construction Contract

6.1 The partnership working with the contractor is progressing well and allowing innovations and ideas to be considered and adopted in a flexible and constructive manner. This has resulted in the use of an on-site designer to supplement the site supervision staff and help with design and accommodation work details and queries. New lightweight kerbs are being trialled to test their manual handling benefits, quality and durability. Involvement of the contractor in the design process is assisting in developing more pragmatic solutions, for example the construction of the drainage surge tanks, and early sight of the design is allowing earlier preliminary resource programming and material sourcing.

7. Portsmouth City Council Part of the Route

7.1 Improvements have been carried out at Cosham interchange and substantial amounts of bus lane have been installed between Hilsea and North End. Consideration is being given to possibly adopting a limited stop service south of Cosham (to speed up the service by reducing the number of stops in the city that are served by other services). North End is the next major area for consideration, which may be improved by either an improvement scheme or by using an alternative route along Kingston Crescent and Mile End Road. The size of bus stops on the route is being assessed to ensure that they can cater for longer articulated vehicles in case they are introduced for the route.

8. A3 Corridor Quality Bus Partnership

8.1 The bus operator for the route, First, has committed to introducing service improvements to complement the infrastructure improvements that are being provided on the highway. In January 2005 First took possession of a fleet of brand new Scania buses which have been branded in the ZIP livery and launched on the route. These now operate at an increased daytime frequency of five buses per hour and this is set to improve with the incremental completion of the route.

9. Real Time Passenger Information

9.1 As part of the County Council's county-wide STOPWATCH RTPI contract the central operating system and communications infrastructure have been established and are operated from the Winchester Traffic and Travel Information Centre including those elements necessary for the A3 corridor.

9.2 Works to provide RTPI for the A3 corridor are centred on the integration of the Hampshire and Portsmouth RTPI systems. The respective contractors, SLE and Infocom, have signed a Non Disclosure Agreement and held technical discussions to agree the procedures and protocols for establishing system server - server links using the national Real Time Information Group standards. This will enable Hampshire to 'piggyback' on the Portsmouth system and receive data generated from buses already fitted with vehicle location technology and tracked by Portsmouth thereby avoiding duplication of equipment and costs.

9.3 There were financial issues regarding progressing this element of works and a Project Appraisal has been submitted to the Executive Member for Environment to approve funding to enable the integration to be implemented. A programme of works has been agreed and, subject to the funding approvals, allows for the link between the two systems to be implemented by early 2006.

9.4 The 18 displays for the corridor can then be installed in March 2006 to provide RTPI to bus passengers. The TFT display prototype has been tested and displays are now being manufactured. The system also allows for the RTPI to be accessed via the internet and mobile phones using Short Messaging Service (SMS). Each bus stop will have a unique identifying SMS number which users can dial to receive information on the next three bus services from that stop.

10. Bus Shelter Procurement

10.1 A contract has been let to Queensbury for the manufacture and supply of new shelters for the route. A prototype has already been developed and the first production units have been installed in Section 2 (where temporary shelters were being used). These are a variation to their current models which have been adapted to include real time electronic display screens for approaching bus arrivals and help and security buttons. They are also adaptable for trials of solar energy and internal CCTV for vandalism surveillance, which will be conducted at specified locations. The key fob operated audio information system has been well received by local access group representatives and preparations are being made to distribute them to those who need them locally.

11. Closed Circuit Television Surveillance

11.1 Cameras have been erected on Sections 1 and 2, Section 3 cameras will be upgrades of existing cameras and Sections 4 and 5 cameras will be installed at the end of the advanced works. The open protocol system for sharing images between the Hampshire and Havant control rooms is operating well and the cameras react to the help points in the bus shelters. A trial of in shelter micro cameras will be undertaken to further deter vandalism, which has proved successful in other local authorities.

12. Enforcement

12.1 Monitoring of the completed sections is continuing and while there has been the inevitable odd case of speeding or drivers using or parking in a bus lane there have been no significant issues requiring a review of enforcement. Comments that the new 30 mph speed limits were being abused have been studied but monitoring information has shown that the actual speeds are consistent with a 30 mph speed limit.. The safety record of the completed areas of new layout continues to be good.

13. Move from Construction to Operation

13.1 Approval of the last sections of the corridor heralds the completion of the highway infrastructure improvements by the end of 2007/08. But for a transportation scheme this does not mark completion, instead it is the point of evolution from construction to operation. The success of this project will ultimately rest with how the operation and marketing of the service is

carried out in order to realise the passenger use targets, including the identification of any follow-on phases that may be needed for this to happen or perform even better than originally expected.

13.2 The foundations for this transition are already in place with the Quality Bus Partnership with First and the commitment it has made to service improvements. This will be built upon in the coming years as the construction work is completed so that a strategy is determined with the scheme partners how to take forward the operation of the A3 Corridor.

APPENDIX 2

A3 CAUSEWAY ROUNDABOUT DESIGN REPORT SUMMARY

Current Situation

The existing junction is a roundabout which was created as part of the A3(M) construction in the late 1970s. It has a raised and landscaped island which makes it difficult to see across and its diameter limits traffic speed. Apart from entry flares all roads are single carriageway.

Current Problems

The traffic patterns at peak times are not balanced and very tidal (north-east bound AM which reverses in the PM peak). The weight of this tidal flow causes queuing and delays for the main north-east bound flow as it negotiates the roundabout in the mornings, with south-bound vehicles delayed as they give way. There are even longer delays PM when the return flow gives way to south-bound vehicles (to such an extent that it can tailback to the A3(M)). These delays are a significant peak-time problem at this junction for all vehicles, including bus services.

Hazleton Way is one of only two side road junctions on the east side of the A3 between here and Cowplain. Its closeness to the junction makes peak hour access difficult and there have been several accidents involving right turning vehicles.

Three of the junction arms have pedestrian signal crossings but these are away from desire lines and the unsignalled arm (Catherington Lane) serves a large community school. Two of the crossings do not cater for cyclists although two cycle network routes cross the junction and the high centre island reduces visibility and so on-road cycle safety.

A traffic signal junction is proposed, which would improve the situation in the following way:

Road widening will allow the north-east bound AM tidal flow to queue in a separate lane to buses travelling north. This would be a longer queue but the distance of the end of the bus lane from the junction will be extended to allow greater separation of vehicles heading north and west. The actual effect can then be monitored and the bus lane length increased if actual conditions allow, while sensors detect buses to trigger an early green phase. Similar road widening will allow south-bound AM buses to also trigger green phases and so not get delayed by the tidal flow across the junction.

At the PM peak both north and south-bound buses get priority when approaching the junction, while the west south-bound tidal flow can be given more green time to reduce the tailback queues on to the A3(M). By controlling turning times traffic signals can generate longer queues than at present but this would allow improved bus priority and the best way to control the tidal traffic flows that dominate the junction at peak times.

Hazleton Way junction can be included in the traffic signal layout so that safe and controlled entry and exit can be provided. The peak time queue lengths will increase but the average overall delay will not be great since regular movement phases will be provided. Crossing conflict accidents should be stopped although traffic signals can sometimes generate less dangerous tail-end shunts.

All four arms will have signalised crossing points for pedestrians close to the junction, which will be Toucan crossings for cyclists. These will complement cycle network routes along the A3 and from Hazleton Way into Catherington Lane.

The Future

Roundabouts operate efficiently with balanced flows - while off-peak flows at the Causeway Roundabout are reasonable the growing nature of the tidal peak hour flows is already causing problems, especially in the PM peak where the high speed A3(M) can already be affected by tail backs on the north-bound off-slip of Junction 2. The evening peak has therefore already reached a stage of concern and the Highways Agency is monitoring the situation and the junction proposals. Development and traffic growth generally will increase the volumes of local traffic so that a junction improvement is likely to be required in approximately 10 years if excessive peak hour congestion is to be safely managed.

Conclusion

Within the confined site boundary traffic signals offer the only real alternative solution for the conditions at this junction. While it is not possible to create a new junction with greatly improved capacity, the proposal will provide many improvements and an early intervention to better manage the growing congestion problem that will have to be addressed in the near future.

APPENDIX 3

A3 BUS PRIORITY CORRIDOR - SECTIONS 4 AND 5

Consultation Report

Summary

This report compiles the results of the consultations relating to the A3 Bus Priority Corridor for Sections 4 and 5, Waterlooville to Horndean.

The design for these sections are nearing completion and the public were invited to share their views and concerns, and to investigate other areas that may require further work. The consultative panel is now requested to provide its views and so help determine which of the comments provided should be implemented as part of the A3 Bus Priority works.

Background

By 2020 it is predicted that there will be a 40% increase in traffic, so alternative transport solutions are needed to ensure that busy urban areas don't become gridlocked. Councils throughout the country are being given tough targets by the Government to increase public transport use, reduce congestion and increase housing. To meet housing targets, a transport infrastructure that can accommodate growing numbers of residents must be provided.

Designed with the future in mind, the A3 Bus Priority Corridor is part of Hampshire County Council's Local Transport Plan 2001-6. It is the result of a partnership between Hampshire County Council, Portsmouth City Council, Havant Borough Council, East Hampshire District Council and the bus operator First.

The A3 Bus Priority Corridor will transform travel and provide high quality, reliable public transport by offering passengers a priority bus service along the A3 corridor from Gunwharf Quays to Clanfield. Reliable, safe, clean and timely, the service - which has been branded ZIP - will represent a realistic alternative to the car, helping to reduce the thousands of car journeys made into and out of Portsmouth every day. A fleet of distinctive, new-look buses in the white, purple and green ZIP livery are already in use along the route.

Development of the ZIP bus route started in 2000 and completion is planned for 2008.

At present, the work has been completed for Section 1, Widley, Section 2, Purbrook and is in progress in Waterlooville town centre.

Sections 4 and 5 Design

Section 4

Section 4 is split into 3 sections between Hulbert Road and Summerhill Road.

Section 4A

4A starts at the Hulbert Road, Maurapas Way roundabout, which is to be retained, and involves widening the existing road as far as the Queens Inclosure. The road widening will permit the creation of a southbound bus and cycle lane while retaining the dedicated right turn lanes. A bus gate on the approach to Waterlooville roundabout will allow buses to approach ahead of the southbound traffic. A new pedestrian Puffin crossing will be built near to the existing crossing. As the levels of the footway may have to be adjusted, some accommodation work may be needed.

Section 4B

Queens Inclosure to just south of Hart Plain Avenue. The aim is to narrow the road at this section so that the natural tree line can expand and the area of verges be increased. The narrower road will also help to reduce average vehicle speed.

Section 4C

Cowplain village centre. This is the section from south of Hart Plain Avenue to Summerhill Road. Bus lanes will be provided through this area for northbound and southbound directions. After discussions and agreements with the owners, the wide shopping areas can be improved by carrying out accommodation works. The exact nature of these is yet to be decided but could include short term parking, seating, planted areas and new surfaces throughout. Traffic signals will be provided at the Hart Plain Avenue and Padnell Road junctions, and possibly at the Park Lane junction. These lights will be designed to give priority to buses.

Section 5

Again Section 5 is split into 3 sections.

Section 5A

In the section from Drift Road, Clanfield to Orchard Road, Horndean, it is proposed to improve the bus stop facilities. Horndean precinct is also to undergo environmental improvements in partnership with Horndean Village Initiative and East Hampshire District Council. This will include improved parking, seating and planted areas as well as improving the layout of the precinct area.

Section 5B

From Orchard Road to Pump Lane. Traffic lights will be installed at the junction at Dell Piece West, Catherington Lane and Hazleton Way to allow vehicles to safely move through the junctions. The existing pelican crossing will be upgraded to a Toucan crossing to provide additional formal cycle routes and safer routes to schools. A northbound bus lane will be provided on the approach to the junction of Hazleton Way and Catherington Lane.

Section 5C

In this section, from Pump Lane to Summerhill Road, the bus lane will be mainly on the southbound side and will involve some widening of the roads. The differences in level between the road and driveways will require careful planning. Additional gullies will be needed to deal with surface water running into driveways. The existing pedestrian crossing will be retained and improved. The Lovedean Lane junction will be improved to reduce the frequency of accidents at that location.

Consultation Results Summary

From the consultations held between 15 June and 29 June, a total of 226 people attended. Two separate questionnaire/feedback forms were handed out, one relating to Sections 4 and 5, Waterlooville to Horndean, and one relating to the environmental improvements at Horndean Precinct, known as Section 5A.

Sections 4 and 5 - Waterlooville to Horndean

35% of people attending returned feedback forms.

Question 1 - The proposal to the pedestrian and cycling facilities will be an advantage to the local community and business.

16 people agreed with this statement (20%)

11 people disagreed (14%)

10 people were not sure or thought there would be no improvement (13%)

42 people did not supply an answer (53%)

The primary issues raised from this question were:

1. A number of people raised concerns with the mixing of pedestrians and cyclists on the footway.

2. Provision of cycle racks in the Cowplain shopping area.

3. Request for a cycle route between the Morrisons supermarket and Causeway roundabout.

4. Request for a defined cycle route through the centre of Waterlooville, north to south.

5. Dispute over the priority between vehicles and cyclists at the junctions of side roads joining the A3.

6. Concern about the location of pedestrian refuges in relation to the side roads and bus stops.

Officer comments:

The use of combined pedestrian/cycle footways is a recognised measure and has been used successfully in many locations country-wide.

Cycle racks will be implemented in Cowplain as part of the accommodation works.

Both of the requested cycle ways are already in existence.

In regards to the confusion in priority at junctions between cyclists and motor vehicles, cyclists have the right of way when travelling on the road but will have to give way to vehicles if using the footway.

Question 2 - The proposed traffic signals and crossings in Cowplain Village will provide easier access to the local shopping area.

19 people agreed with this statement (24%)

2 people disagreed (3%)

9 people were not sure or thought there would be no improvement (11%)

49 people did not supply an answer (62%)

The primary issues raised from this question were:

1. Generally positive replies although some concerns that if pedestrian refuges are moved, people won't use them.

2. Some concern over parking / loading facilities with bus lane.

Officer Comments:

Pedestrian refuges are located either side of the majority of side roads. No more should be needed.

Parking is not be allowed in the bus lane although it should be possible to provide alternative parking/loading areas in the vicinity.

Question 3 - The proposed changes to Causeway Junction which give buses priority will encourage more people to use buses when their journey is along the A3 route.

14 people agreed with this statement (18%)

10 people disagreed (13%)

9 people were not sure or thought there would be no improvement (11%)

46 people did not supply an answer (58%)

The primary issues raised from this question were

1. Major concerns over the possible tailbacks as a result of traffic lights.

2. The use of `rat runs' through minor roads as a result of traffic lights.

3. Issues entering/exiting properties due to possible queues at traffic lights.

Officer Comments:

It is not possible to stop people using rat runs but it may be worth looking at these areas at a later date for traffic calming measures. Tail backs are inevitable due to the growth in traffic but should be minimised as a result of the traffic lights

Question 4 - The proposed CCTV cameras and improved bus stop facilities will encourage people to use buses more frequently.

14 people agreed with this statement (18%)

7 people disagreed (9%)

9 people were not sure or thought there would be no improvement (11%)

49 people did not supply an answer (62%)

The primary issues raised from this question were:

1. Shelters obscure the view of traffic when too close to side roads and property exits.

2. Buses are too expensive and unreliable to use no matter how good the stops.

3. Tickets that could be purchased in advance (at help points?) would speed up buses (less delay from passengers).

4. CCTV cameras over the top and unnecessary.

5. Some concern over location of stops.

Officer Comments:

Issues concerning shelters obscuring visibility will be looked at prior to finalising bus stop locations. Stub shelters will be used if there is no alternative.

Ticket prices and issuing measures fall directly under the bus companies jurisdiction. Comments will be passed on to `First'.

Several people praised the `much needed' facilities and although expensive, it will act as a deterrent to unlawful behaviour.

If possible, stops will remain at existing location unless deemed not to meet safety standards or visibility criteria.

Question 5 - The proposed waiting and loading restrictions would be acceptable to me.

9 people strongly agreed (11%)

18 people agreed (23%)

13 people didn't know or thought there to be no improvement (16%)

6 people disagreed (8%)

3 people strongly disagreed (4%)

30 people did not supply an answer (38%)

The primary issues raised from this question were:

1. Short term parking required

2. Bollards needed outside KFC to prevent illegal parking

3. Disabled parking bays required

4. Concern about legality of unloading deliveries in a bus lane - timetabling all deliveries could help solve problem of limited space.

5. Loading bay needed in Durley Ave with bollards to stop parking on the footway plus yellow lines on all minor roads

Officer Comments:

There is a car park in the vicinity and parking restrictions should be looked at as part of the accommodation works

Bollards to prevent vehicles parking on the footway will be considered as part of the accommodation works

Disabled bays should be available although the car park is not part of this scheme.

It will not be possible to load / unload in the bus lane. Engineer to determine a suitable location. A layby is scheduled for the area to alleviate these problems

It will not be possible to provide a loading area in Durley Avenue as part of this scheme. It is usual to provide a short length of double yellow lines (10m) in order to ensure visibility for vehicles at the junction.

Section 5A

23% of people attended returned feedback forms.

Question 1 - I support the proposed environmental improvements to the shopping precinct area in Horndean

13 people strongly agreed (25%)

20 people agreed (39%)

10 people didn't know or thought there to be no improvement (20%)

0 people disagreed (0%)

4 people strongly disagreed (8%)

4 people did not answer (8%)

Question 2 - I support the proposed loading bay area to be constructed in the existing verge.

7 people strongly agreed (14%)

20 people agreed (39%)

10 people didn't know or thought there to be no improvement (20%)

3 people disagreed (6%)

4 people strongly disagreed (8%)

7 people did not answer (14%)

Question 3 - I support the proposed improvements to pedestrian crossing facilities along Portsmouth road.

18 people strongly agreed (35%)

20 people agreed (39%)

4 people didn't know or thought there to be no improvement (8%)

2 people disagreed (4%)

3 people strongly disagreed (6%)

4 people did not answer (8%)

Question 4 - I would support waiting restrictions on parking in the car park and shopping area.

9 people strongly agreed (18%)

15 people agreed (29%)

2 people didn't know or thought there to be no improvement (4%)

12 people disagreed (24%)

8 people strongly disagreed (16%)

5 people did not answer (10%)

Question 5 - Comments pertaining to the above questions

The main issues were:

1. Approval of waiting restrictions as many cars remain in the same place all day, stopping others using the car park.

2. Any planting around the car park should be low so as not to `hide' the car park from view.

3. Disapproval of waiting restriction as it will destroy village.

4. Request for disabled parking bays

5. Parking should be free but limited to 2 hours

6. Loading / unloading of lorries cause the majority of problems.

7. Some long stay parking areas required for staff.

Officer Comments:

Waiting restrictions will be looked at.

Engineer to ensure car park is not completely obscured by planting although the CCTV will be able to view car park at all times

Disabled parking bays should be provided.

Comments appertaining to the scheme as a whole were also received and are summarised below.

Several people requested an extension of the 41 bus service to the Rising Sun end of Clanfield possibly using a `figure of 8' route.

Some people believe that the scheme is unwanted and a waste of money.

Concern with road widening and possible loss of verge and pavement space.

Request for vehicle activated speed display signs to assist in policing the new speed limits.

Several people concerned with light pollution from new street lighting

Queries concerning enforcement of parking restrictions in bus lanes

Concern with possible depreciation of properties

Officer Comments:

People concerned with new obtrusive street lighting will be addressed on an individual basis. The existing lighting is known to be substandard so upgraded lighting will inevitably seem brighter but is required to fulfil safety requirements and design standards.

Extensions and alterations to bus routes etc will be passed on to the bus companies.

Speed display signs a good idea but expensive.

Conclusion

Since only 35% of those visiting the consultations returned feedback forms, this is a good sign that the majority of residents are, in fact, relatively satisfied with the progress of the scheme and had few concerns with its content.

The majority of the concerns appeared to be directed at the bus companies in terms of reliability, cost and the path of various bus routes. As this scheme is designed to give buses priority over cars, we are attempting to increase the reliability of buses, often running late as a result of congestion. The real time information screens should also assist in combating the frustrations caused by unknown delays within the bus service.

A large number of concerns were raised concerning the positioning of pedestrian crossing points at various locations along the route. Most of these have already been satisfied with the positioning shown in the consultation drawings (see appendix).

The existing street lighting along the later stretch of the A3 is substandard and was due for replacement regardless of the bus priority works. However, several residents have complained regarding intrusive lighting in their properties. Screens may be required for the lamp posts in question although this should be looked at on an individual basis.

The Causeway roundabout remains a contentious issue with a number of residents severely opposed to the use of traffic lights in preference to rearranging the layout of the roundabout. As this road is, and will remain to be, a busy route connecting the A3M with the A3T as well as for through traffic along the A3T, it is essential to place signal measures here in order to ensure all users can pass this point with minimal delays. Also by linking the traffic lights at the roundabout with those at Hazleton Way, this will reduce the number of accidents relating to vehicles using this junction. Unfortunately it may be the case that some users will be stopped at the Causeway roundabout longer than is currently the case, but with the predicted increase in traffic, it is essential to provide a system that prevents unnecessary hold ups for future traffic levels as well as reducing the number of accidents in the area.

APPENDIX 4

APPENDIX 5

A3 BUS PRIORITY CORRIDOR SECTIONS 4 AND 5

Indicative Costs

Section 4 Waterlooville to Cowplain

(£'000s)

Fees and Part 1 Claims £ 953

PU Diversions and connections £1,167

RTPI, CCTV and Help Points £ 527

New bus shelters £ 117

Landscape works £ 21

Advanced works (street lighting, CCTV ducts

and drainage improvements) £1,032

Main highway works £3,002

Total £6,819

Section 5 Cowplain to Clanfield

Fees and Part 1 Claims £1,036

PU Diversions and connections £1,629

RTPI, CCTV and Help Points £ 569

New bus shelters £ 194

Landscape works £ 41

Advanced works (street lighting, CCTV ducts

and drainage improvements) £ 374

Main highway works £1,274

Total £5,117

TOTAL £11,936

Additional desirable works if funding allows:

Section 4 Highway / footway maintenance £ 242

Section 4 Higher quality / additional

accommodation works £ 329

Section 5 Horndean architectural streetlighting

and cycle facilities for Clanfield £ 103

Section 5 Highway / footway maintenance and

bus lane between Pump Lane and Keydell Avenue £ 857