Whitehill Bordon Transport Strategy by East Hampshire District Council

Whitehill Bordon Transport Strategy Prepared for EHDC March 2010

Alan Baxter

Whitehill Bordon Transport Strategy Prepared for EHDC March 2010

Alan Baxter

Contents 1.0 Executive Summary............................................................... 1 2.0 Existing Movement................................................................. 4

Roads & Traffic ....................................................................................................... 4

Movement by other modes of transport................................................................. 7

Existing transport networks to support this movement: .................................... 10

How will people move in the future?.................................................................... 18

3.0 Opportunities & Further Studies......................................... 27

Public transport opportunities............................................................................. 27

Further Studies..................................................................................................... 33

4.0 Proposed Transport Strategy............................................... 34

How much additional movement will there be?................................................... 34

How will this additional movement be dealt with?.............................................. 36

5.0 Internal Street Layout.......................................................... 59

What streets will there be to serve the new town?.............................................. 59

Proposed street hierarchy.................................................................................... 60

What could the new streets be like? . .................................................................. 61

What could the High Street in the town centre be like?...................................... 65

How will the new streets integrate the existing and new parts of town?........... 66

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

6.0 Proposed Measures............................................................. 67

Working from Home.............................................................................................. 67

Walking.................................................................................................................. 68

Cycling................................................................................................................... 69

Buses..................................................................................................................... 71

Rail ....................................................................................................................... 73

Car Usage ............................................................................................................. 74

7.0 Summary.............................................................................. 77

Phasing.................................................................................................................. 77

Next Stages........................................................................................................... 77

Appendix A - Sources................................................................. 79 Appendix B - Modal Split Target Calculations........................... 83 Appendix C - Forecast Background Traffic Growth................. 103

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

1.0 Executive Summary This report summarises the transport strategy that has emerged throughout the masterplanning design process since August 2008. Further studies to identify the impact of development at Whitehill Bordon on transport infrastructure outside the town are also being undertaken by Hampshire County Council. This report summarises the transport strategy to support development within the town only. The movement of people to, through and within towns provide the life blood. It is therefore fundamental that suitable movement networks, services and infrastructure are provided to support movement created by the people living and working in Whitehill Bordon. The aim of the transport strategy is to: • establish sustainable patterns of movement to and within the town • minimise use of the private car

The following points summarise the transport strategy to support the masterplan proposals for Whitehill Bordon. These are explained further throughout the report: 1.

Public Transport spine along High Street

New Street through development to take traffic off existing A325 High Street

Pedestrian priority area along High Street and in town centre, incorporating ‘Transport Hub’

Green Loop and Grid for pedestrians and cyclists connecting all residential areas to key facilities

Overall parking reduction to existing EHDC standards to be phased to suit development coming forward - matched by increasing public transport accessibility

Longer term car free zone within heart of town centre, where no parking will be permitted (disabled and servicing vehicle access only)

High quality bus routes serving three levels of passenger usage:

Strategic level – connecting through Whitehill Bordon to large towns (longer distance routes, infrequent stops)

Local level – connecting local villages through Whitehill Bordon (medium distance, stops in village centres)

Town level – connecting facilities within Whitehill Bordon (short distance, frequent stops within the town)

Safe guarded rail corridor for future development into rapid transit public transport system

Clear and direct cycle routes connecting Whitehill Bordon with surrounding towns, villages and stations

1.0 IExecutive Summary

• provide appropriate, appealing and realistic alternatives, so that people living within Whitehill Bordon will not be reliant on the private car, as is currently the case.

10. Traffic management strategy for surrounding villages

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

1.0 IExecutive Summary

Location of Whitehill Bordon within the County of Hampshire

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

1.0 IExecutive Summary Whitehill Bordon today - aerial photo with road names

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

2.0 Existing Movement Roads & Traffic Bordon is accessed via the A325, which provides a north south link between the A3 and A31, both part of the UKâ&#x20AC;&#x2122;s strategic road network. The A325 at Bordon carries approximately 16,000 vehicles per day, with approximately 40% of this being through traffic*. 4% of the traffic along the A325 is HGVs.

2.0 Existing Movement

* = for all source data see Appendix A

Surrounding road network

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

• 16,000 vehicles per day along A325 Car HGV LGV Bus Motorbike

82% 4% 12% 1% 1%

2.0 Existing Movement

Existing A325 Traffic

• 40% through traffic • 50% origin/destination traffic • 10% internal traffic Existing A325 Traffic

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Therefore, up to 60% of traffic on the A325 is generated by people moving between surrounding local villages and facilities currently within the town. It is estimated that 10% of traffic on the A325 is generated by internal trips and the remaining 50% is generated by those living or working within Whitehill Bordon (origin/destination traffic). The facilities currently creating this movement include: • 6,000 homes • 1,600 MoD jobs • 4,300 other jobs • Forest Centre • Tesco • Primary School • Secondary School • Community facilities

2.0 Existing Movement

• Leisure facilities Estimates taken from traffic modelling for the A3 Hindhead tunnel (currently under construction) carried out by the Highways Agency, show that following opening of the tunnel, traffic flows on the A325 are forecast to reduce by approximately 8%*.

• 6,000 homes • 1,600 MoD jobs • 4,300 other jobs • Forest Centre • Tesco • Primary School • Secondary School • Community facilities • Leisure facilities

Existing facilities

Whitehill Bordon Transport Strategy / March 2010

• 3 bus routes • up to 5 buses per hour (Mon – Fri) • Destinations: Alton, Liphook, Lindford,. Aldershot, Farnham, Hindhead, Haslemere.

Alan Baxter

Movement by other modes of transport It is estimated that these facilities create the following total movement, by all modes of transport: â&#x20AC;˘ Residential - 53,500 trips per day relating to existing town (all modes) - 6,000 homes Level of movement created by existing town - 60,500 trips

â&#x20AC;˘ Employment - 7,000 trips per day relating to existing town (all modes)

2.0 Existing Movement

- 4,300 jobs + 1,600 MoD jobs Existing movement

How do people currently move? Information collected during the 2001 census relating to method of travel to work for those living and working within Whitehill Bordon shows the following results (see pie chart): This shows that use of the private car accounts for a high proportion of overall travel to work from the area, i.e. 74% (68% car driver + 6% car passenger) compared to a National average of 67%. Of course, not all travel is related to journeys to work. As a national average, as summarised in the National Travel Survey, the purpose of all journeys carried out by those in the UK is split down as follows (see pie chart):

Alan Baxter

Method of Travel to Work Resident Population from 6 wards making up Whitehill Bordon (2001 Census Data)

Reasons people travel Whitehill Bordon Transport Strategy / March 2010

Travel surveys of people living within the East Hampshire district were carried out in 2006*. Residents’ reasons for preferential use of the car over other modes were as follows: • 60% stated it was because of the advantages in journey times • 40% mentioned convenience of being able to carry passengers or shopping • 37% cited the poor quality of public transport • 35% mentioned the lack of alternative transport modes These are important aspects to note when developing the transport strategy, as the aim for the Masterplan is to reduce the reliance on use of the private vehicle as far as possible.

2.0 Existing Movement

Using this travel survey information, and factoring up to be based on current travel patterns, the following existing modal split has been derived for all journeys within Whitehill Bordon:

Whitehill Bordon - Summary of all trip purpose modal split (to 2007 base year)

Where are people currently travelling to? Information extracted from census data shows the destinations that people currently living in Whitehill Bordon are travelling to: • 51% internal trips • 67% of trips by car • 4% of trips by pubic transport

Existing Movement Profile - Whitehill Bordon

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

This indicates that currently, 51% of all movements are internal, within the town. This is likely to be due to the high proportion of residents living and working within the town due to the MoD. This is a sustainable travel pattern which should aim to be enhanced for the future.

Overview of existing movement within the town

2.0 Existing Movement

This diagram summarises the existing overall daily movement created (all modes and journey types) by those living and working in Whitehill Bordon, broken down by journey type and destination (i.e. internal journeys within the town by those living and/or working in the town or external movement created by those living in the town but commuting out, or those working in the town and commuting into Whitehill Bordon).

Internal trips in Whitehill Bordon Origin/Destination trips relating to Whitehill Bordon

Existing trip generation relating to Whitehill Bordon according to journey purpose

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Existing transport networks to support this movement: Public Transport There are currently two bus routes operating through Whitehill Bordon serving destinations north to Alton, Farnham and Aldershot and south towards Liphook and Haslemere. Each route operates to a frequency of one bus per hour in each direction, which is not considered conducive to encouraging use of the bus as a sustainable travel option.

2.0 Existing Movement

The town is currently poorly served by public transport, with only 5% of residents estimated to use the services provided.

Origin

Destination

Freq (mon-fri)

Clanfield

Portsmouth

4 per hr

X64

Winchester

Alton

1 per hr

X65

Guildford

Alton

1 per hr

Winchester

Alton

1 per hr

Winchester

Petersfield

1 per hr

Alton

Liphook

1 per hr

Aldershot

Haslemere

1 - 2 per hr

Havant

Liss

1 per hr

SWT Link

Liphook

Bordon

1 per hr

Alton

Basingstoke

9 per day

Petersfield

Alton

5 per day

Buriton

Froxfield

6 per day

Chichester

Tilmore Gardens

5 per day

Route No.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Existing Bus Routes

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

2.0 Existing Movement

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

The closest rail station to Whitehill Bordon is Liss station. Bentley, Liphook, Alton and Haslemere stations are also accessible and can offer more frequent services. This table summarises rail services available from each station.

Station Liss

Bentley

Liphook Alton Haslemere

Distance by road from Whitehill Bordon (km) 8.9 km

11.6 km

11.9 km 12.1km 16.7 km

Destinations served

Peak hour train Daytime train frequency frequency Average journey (trains per hour) (trains per hour) time (mins)

Portsmouth & Southsea

40 mins

Portsmouth Harbour

45 mins

London Waterloo

75 mins

Alton

10 mins

London Waterloo

70 mins

Portsmouth & Southsea

45 mins

Portsmouth Harbour

50 mins

London Waterloo

65 mins

London Waterloo

70 mins

Portsmouth & Southsea

50 mins

Portsmouth Harbour

50 mins

London Waterloo

55 mins

2.0 Existing Movement

Rail services operated by South West Trains from local stations

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

2.0 Existing Movement

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

Existing Rail Routes

Existing rail lines Watercress Line (Heritage Steam Railway) Existing railway stations Former Bordon railway station

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Cycling Provision of cycle routes and facilities within the town is currently sporadic, providing an interrupted journey for cyclists. The current facilities principally consist of short sections of shared cycle and footways with on road cycle lanes on some streets. The current facilities provide minimal benefit for local cyclists. A more comprehensive and connected network within the town, linking to key facilities is necessary in order to encourage cycling. There are various national and local cycle routes linking Whitehill Bordon with surrounding villages, and intermittent sections of on and off road cycle routes towards Bentley, Liss and Liphook railway stations. These are mainly leisure routes, and currently do not cater for commuters.

2.0 Existing Movement

In general, although there are some steep sections, the topography of the town and surrounding area lends itself well to encouraging cycling as a means of transport.

National Cycle Route on-road route Other signed on-road route Traffic free route National Trail cycle route Proposed future National Cycle Network route Existing cycle routes (mainly on road) Suggested route (mainly off-road) to Whitehill Bordon and beyond to Liss, Liphook, Petersfield & Queen Elizabeth Country Park Suggested off-road commuter route alongside A325

Source Sustrans EHDC Cycle Plan 2004 Forestry Commission

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Existing Cycle Routes

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

2.0 Existing Movement

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

Walking There is a network of footways adjacent to carriageways throughout the residential areas of Whitehill Bordon and along the A325 High Street. Due to the layout of many of the streets as cul-de-sacs, walking routes do not satisfy natural desire lines to key facilities such as the Forest Centre, High Street and local bus stops.

2.0 Existing Movement

The size of the town lends itself well to allowing walking to be a popular form of transport, as well as being set within pleasant landscapes. Currently a high proportion of people living within the town do walk, it is considered this can be improved upon by providing direct and pleasant routes within the development proposals.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

2.0 Existing Movement Bus Stops and Walking Isocrones Walking isochrone 400m=5min walk

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

How will people move in the future?

2.0 Existing Movement

Movement profiles as currently observed at Whitehill Bordon will change as the MoD moves out. It is considered that total movement generated by the town will initially drop, once relocation starts, before it rises again following redevelopment of the MoD site, informed by the masterplan.

Future Movement

It will not be appropriate to assume that people that will live and work in the town following development will travel in the same way as existing residents and employees within the town. It is important to think about the sort of place we want Whitehill Bordon to be following development, and the choices the people living and working within the town should have to travel. As led by National and Local policy, a fundamental objective for growth of towns is to enable a significant reduction in our future carbon footprint through appropriate measures. As personal transport accounts for approximately 25% of a personâ&#x20AC;&#x2122;s annual carbon footprint*, providing low carbon and sustainable forms of transport choice is an opportunity to significantly reduce overall carbon footprint.

Average CO2 emissions per Transport Mode (kg/km/person) 18

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

2.0 Existing Movement

The aim is to design the town to enable people to move in a sustainable way, without use of the private car as the predominant choice of travel, i.e. low car use and high levels of walking, cycling and public transport

Population Density The masterplan has been asked to test the South East Plan policy of up to 5,500 homes and 7,000 jobs. Therefore it is estimated that up to an additional 14,000 people could live in Whitehill Bordon, making the town the largest in the East Hampshire district*. The transport analysis bases the broad assessment on providing the maximum development, in order to give a robust assessment. However, the masterplan recommends around 4,000 homes and 5,500 jobs, therefore future analysis and preparation of a Transport Assessment to support any planning applications will need to test further using revised sizes of development. Low population density Medium population density High population density

Alton

Grayshott

2.0 Existing Movement

Bordon

Liphook

Petersfield

Horndean

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

Existing population density

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Population density less than 5,000 Population density 5,000 - 10,000 Population density greater than 10,000 Population density greater than 25,000

Alton

Grayshott

Bordon

2.0 Existing Movement

Liphook

Petersfield

Horndean

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

Proposed population density

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Future movement patterns Taking into account the size of population is not the only variable in understanding future movement patterns. We know how people currently move within Whitehill Bordon, so what is a realistic assumption to make in terms of how people will move in the future? Travel patterns relating to many towns have been considered. Liphook is considered a typical rural village example. We can see there is a significant proportion of out commuting by private vehicle, with a small about of internal movement. The rail station at Liphook is used by 10% of the working population to travel to work.

2.0 Existing Movement

â&#x20AC;˘ Rural/Suburban settlement

Typical rural movement pattern - Liphook, Hampshire

At the other end of the scale, is urban development. Taking Brighton as an example of movement patterns typical of an urban town, we can see that walking, cycling and public transport use is much higher, car use much lower and internal movement accounts for a high proportion of total movement.

â&#x20AC;˘ Urban settlement

Typical urban movement pattern - Brighton, East Sussex 22

Whitehill Bordon Transport Strategy / March 2010

motorcycle

walk

car (passenger)

bus

car (driver) cycle

rail other

Alan Baxter

What will the movement profile of Whitehill Bordon be?

Based on this analysis, the key principles for developing a sustainable movement strategy for Whitehill Bordon are: • Making sustainable travel modes the easiest, cheapest, fastest and most pleasant way to travel

2.0 Existing Movement

It is considered that the likely future movement patterns for those living and working in Whitehill Bordon will be somewhere in between these typical rural and urban examples.

• Providing essential services (shops, education, employment and health services) within walking distance of all homes • Centre the town (existing and new) around a central transport hub • Design the streets for a suitable user hierarchy (i.e. consider pedestrians first and cars last) • All development to be linked to the ‘green grid’ of walking routes • Providing sustainable transport links to higher order settlements and railway stations • Designing in an opportunity for a railway station at Whitehill Bordon in the future • Aim for private car usage to reduce to 25% of overall modal split

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Measures to reduce car use – impact on modal split The following table has been developed to provide an indication of how effective different measures can be in encouraging a long lasting modal shift away from car use. It provides a broad overview of possible impacts different measures can have on reducing car usage, to enable targets to be set for future modal splits and travel patterns at Whitehill Bordon Potential percentage impact on modal shift

Modal Shift Measures

Mixed Use Facilities

Description Local neighbourhood facilities within easy walking distance and commercial sites providing local jobs

Impacts

This alone can have a reduction of 5% on vehicle travel

Low

Med

High

10%

15%

20%

30%

40%

2.0 Existing Movement

Providing units on a new

Car Free Precincts

Car free zones as part of whole development

development as ‘Car Free’ can reduce peak hour traffic. Also helps guarantee critical mass patronage to prospective PT operator

Land Use Planning based Impacts

Mix of car free units and separate car parking at the outskirts of home zones in secured car parks. Parking space is bought separately to house. Only delivery and Car Reduced collection allowed development within estate at walking pace speeds. Reduced car parking provision has to be backed up by car free ‘contract’ with resident to maintain car reduced nature.

Whitehill Bordon Transport Strategy / March 2010

Experiences in Europe have shown this type of development can yield up to 40-50% reduction in car traffic (Only works with many supplementary measures particularly PT services, local facilities/services and travel plan support measures). Has been popular with residents due to improved living environment, even car owners found this gain has outweighed need to walk to car park.

Alan Baxter

Potential percentage impact on modal shift

Description

Highway Design and Management

Direct access for PT, walking and cycling to town centre. (Traditional congested zones). Traffic management or route design make car route less attractive

Neighbourhood connectivity

Walking and cycling routes that are direct, attractive and safe.

Good public transport facilities with direct access routes for commuter journeys i.e. employment Public Transport facilities areas and train and marketing station. Stops within 400m of all homes (Main station/stop suitable nearest to car free precinct if included)

Alan Baxter

Impacts

Low

Med

High

10%

Route management that make PT as quick or quicker than car use into traditional congested areas supports PT levels by 5-10%

Evidence suggests residents of walk-able communities walk 2-4 times as much and drive 5-10% less.

2.0 Existing Movement

Modal Shift Measures

High quality PT service with regular (5 -10 min peak headway) links to major attractors and commuter destinations can be expected to gain 10% of peak trips.

Whitehill Bordon Transport Strategy / March 2010

Target Modal Split Based on the likely impacts summarised in the previous table, the following modal split targets have been developed for Whitehill Bordon. These targets are considered aspirational, but achievable with the correct investment in sustainable travel infrastructure. Due to the current uncertainty surrounding the reintroduction of a railway at Whitehill Bordon, two scenarios have been developed based on: without rail station at Whitehill Bordon

(ii)

with rail station at Whitehill Bordon

2.0 Existing Movement

(i)

Whitehill Bordon - Summary of overall target modal split at 2036 without railway

Whitehill Bordon - Summary of overall target modal split at 2036 with railway

A further breakdown of how these targets have been calculated is shown in section 6 of this report and Appendix B.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

3.0 Opportunities & Further Studies Public transport opportunities Modes: Different modes of public transport are suitable to serve different purposes and locations. This matrix is intended to give a broad overview of the different types of public transports available and begin to rank them against different factors. This has been developed as a starting point for analysis as to which mode of public transport would be most appropriate to serve the different needs of development at Whitehill Bordon.

HEAVY RAIL

LIGHT RAIL

GUIDED BUS

BUS ROUTE (with bus priority lanes and at junction)

BUS ROUTE (without lanes or priority)

CAPACITY (passengers/ vehicles)

TOTAL JOURNEY DISTANCE (km)

Up to 500

~50

Up to 200

Up to 100

Up to 50

COMMENTS

Fastest, infrequent stops, inflexible, creates physical barrier to movement

~30

Fast, frequent stops, inflexible, can be integrated into streets

~30

Medium speed, frequent stops, flexible, can be integrated into streets

~20

Low speed, frequent stops, very flexible, integrated into street network

~20

Up to 50

SPEED/ RELIABILITY (No. of stops)

3.0 Opportunities and Further Studies

COST (£m/km)

Lowest speed, frequent stops, very flexible, integrated into street network

Source data: TEST (Tools for Evaluating Strategically Intergrated Public Transport) Project working Paper 1 • This matrix is intended to give a broad overview of the different types of public transports available and begin to rank them against different factors.

Public Transport Modes

Alan Baxter

• It is intended as a starting point for analysis as to which mode of public transport would be best to serve the different needs of development at Whitehill Bordon.

Whitehill Bordon Transport Strategy / March 2010

Routes: The following opportunities have been identified for providing a strategic north-south public transport corridor to link Bordon to the surrounding strategic road and rail networks. These opportunities should be explored further as the project progresses, and either the rail corridor or A325 as public transport corridor progressed. It is considered unlikely development at Whitehill Bordon could support both.

Potential for links to Black Water Valley (existing rail capacity)

Potential to alleviate congestion along A325 by providing alternative public transport route (further investigation required to understand viability)

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

3.0 Opportunities and Further Studies

Un-utilised double track bed between Bentley and Farnham

Linking Alton to London and Portsmouth to London rail lines

Public Transport Options - requiring further investigation Railway lines Existing rail stations Potential public transport node at Whitehill Bordon South Downs National Park Growth points

Whitehill Bordon Transport Strategy / March 2010

Public transport priority corridor adjacent to A325 Utilising disused rail corridor (Liss Bentley) Potential park & ride opportunity at A3 junction (Longmoor MOD land) Potential park & ride opportunity at Bentley

Alan Baxter

The opportunities offered by the growth points at Basingstoke and Partnership for Urban South Hampshire (PUSH) to the north and south of Whitehill Bordon, as well as the recent extension to the boundary of the South Downs National Park towards Whitehill Bordon are all considered to add to the potential for improving the case for a strategic public transport system through Whitehill Bordon.

3.0 Opportunities and Further Studies

An initial desktop appraisal has been carried out to broadly identify the engineering opportunities and constraints relating to each route. Further studies are required to provide an evidence base considering viability.

Constraints and Opportunities for re-opening railway lines in the area

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

3.0 Opportunities and Further Studies

Providing alternative public transport corridor adjacent to A325:

Constraints and Opportunities along A325

SPA

Special Protection Area

SAC

Special Area of Conservation

SSSI

Site of Special Scientific Interest

Note This drawing shows potential constraints in terms of providing a public transport route adjacent to the A325 carriageway

The potential for providing a public transport corridor through the existing High Street in the heart of the town has also been broadly investigated. A desktop feasibility of the corridor widths required for a public transport corridor against spatial constraints of the existing High Street widths has been carried out. Corridor widths required to provide public transport (bus lane, guided bus or light rail system infrastructure), vehicular, cycle and pedestrian access are approximately 20m.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

3m Footway / Bus stop

Guided Busway

Footway / Bus stop

Cycle route

Carridgeway

Pavement

3.0 Opportunities and Further Studies

approx. 20m

Guided busway section

Footway

Light rail corridor

Cycle route / Footway

Carridgeway

2m Footway

approx. 20m

Guided light rail corridor section

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

This diagram gives an indication of where it may be possible to provide public transport priority measures. This is based on desktop measurements of physical widths along A325 and adjacent land. It does not take into account land ownership constraints. Clearly traffic capacity along the existing

Due to subway structure being directly adjacent to road

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

3.0 Opportunities and Further Studies

A325 will be lost, see Chapter 4 for traffic management strategy.

Due to building frontages (at Highview Business Centre and retail units along High Street)

Opportunities for providing bus priority along A325 (Indicative only)

Corridor width >20m Corridor width between 15m - 20m Corridor width <15m

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Further Studies Due to the size of the proposed population of the town, the population of Whitehill Bordon and surrounding villages alone is unlikely to be able to support the costs for building and operating a rail based rapid transit system. In order to deliver this, a subsidy would be required. In order to understand if a public transport scheme to link Whitehill Bordon with the surrounding larger towns and regions is viable, further investigations are being carried out, these are: HCC Strategic Studies: Rail Study – Phase 1 feasibility study. Rail Feasibility Study Phase 2 to follow. HCC Bus Study – Considering longer distance bus routes. Transport Evidence Base – A transport model needs to be produced, in order that future proposals can be assessed in terms of traffic impact. Surveys for this model were undertaken in October 2009. EHDC Study:

This drawing incorporates information from the Ordnance Survey which is © Crown Copyright. ABA Licence: AL1000 17547

Rural Transport Study – A review of rural transport including community transoprt is being carried out

Alan Baxter

3.0 Opportunities and Further Studies

HCC Park and Ride - Considering viability of Park and Ride for Whitehill Bordon.

Transport Strategy for Whitehill Bordon (this report) - internal and local movement EHDC Rural Transport Study Boundaries Surrey County Council West Sussex County Council Hampshire County Council conducting Strategic Studies

Extent of Studies

Whitehill Bordon Transport Strategy / March 2010

4.0 Proposed Transport Strategy How much additional movement will there be? It is estimated that the proposed development of up to 5,500 new homes and 7,000 jobs could increase the overall existing movement within the town by up to 80%.

4.0 Proposed Transport Strategy

This diagram summarises the proposed future overall daily movement (all modes and journey types) created by those living and working in Whitehill Bordon, broken down by journey type and destination (i.e. internal or external movement).

Proposed movement

Residential**

Employment

homes

trips

jobs

trips

Existing

6,000

53,500

4,300 + 1,600 (MoD)

7,000

Proposed

up to 5,500

up to 43,000

up to 7,000

up to 11,000

* Assumes 10% reduction of existing due to MoD relocations ** Includes movement generated by some employment, education, shopping and leisure

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Origin/Destination trips relating to Whitehill Bordon

4.0 Proposed Transport Strategy

Internal trips in Whitehill Bordon

Proposed total trip generation from Whitehill Bordon according to journey purpose (existing town and proposed development)

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

4.2 How will this additional movement be dealt with? According to the target modal splits as set out within Chapter 2, the following level of movement will be generated onto each mode of transport by the town following development. The target is for the design of the new development to encourage travel by non car modes of transport. This is to enable the future population to travel in a more environmentally friendly way. The following sections summarise the strategy proposed for catering for the additional movement forecast to be created onto each mode of transport, with Chapter 6 providing examples of how this proposed modal shift can be achieved according to the measures proposed.

4.2.1 Public Transport

4.0 Proposed Transport Strategy

One of the main aspirations for the transport strategy to support masterplan proposals is to encourage people living and working within Whitehill Bordon to use public transport, other than the private car. In order to achieve this, significant improvements to public transport will be required, including:

motorcycle

walk

car (passenger)

bus

car (driver) cycle

rail other

Proposed Total Movement created by Whitehill Bordon (existing and proposed development) by mode

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

• Public transport focus along High Street, with section south of Chalet Hill to be down graded to bus only • Upgrades to existing bus routes and frequencies • Addition of new public transport routes to link Whitehill Bordon with surrounding larger towns At this stage, the opportunity for the introduction of rail services at Whitehill Bordon is unknown, therefore the focus of the transport strategy is on providing high quality bus routes to cater for movement by public transport. The following bus services are suggested:

Concept

Alton

Aldershot/ Farnham

West of Town Loop • • • • • •

Greatham Selborne West Worldham Kingsley Oakhanger Bordon

East of Town Loop

Town wide

Liss / Petersfield

• • • • • •

Sleaford Churt Headley Standford Lindford Bordon

4.0 Proposed Transport Strategy

Within the town, this could mean the following, with the strategic routes having the opportunity to either utilise the railway corridor, or use the A325.

Liphook/ Haslemere Strategic bus routes Long distance - serving larger towns. Infrequent stops. Local bus routes Medium distance - serving local villages. Stops at each village centre. Town wide route Serving all key destinations and services within town. Frequent stops.

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Routes All routes:

The routes shown are proposed to serve Whitehill Bordon and surrounding areas, to link with key surrounding destinations. Service timetables will need to be linked to provide successful integration of services. Hampshire County Council, the local highway authority, is currently reviewing opportunities for the strategic routes as well as a suitable position for a bus depot. It is intended that the proposed new bus routes are introduced in a phased way as development comes forward. The aim should be for the bus routes to be introduced before development is completed to enable travel patterns for new residents and employees at Whitehill Bordon to be influenced from day one.

4.0 Proposed Transport Strategy

Railway Rail Station Strategic Bus Route (fast service, infrequent stops) Local Villages Bus Route (bus stop in every village) Town Wide Bus Route (frequent stops in town)

Route

Route Length (km)

Approximate Route Journey time (mins) (25 KPH average speed assumed)

Origin

Destination

Existing Frequency

Proposed Frequency in each direction (without rail)

Vehicle Type

Number of new vehicles required

Strategic/Long Distance Cross Routes 18 13

Aldershot

Haslemere

1/hr

2/hr

Single Decker Bus

Alton

Liphook

1/hr

2/hr

Single Decker Bus

Bordon

Petersfield

N/A

2/hr

Single Decker Bus

Proposed Local Villages Loop Routes 26

Bordon

N/A

4/hr

Mini-bus

Bordon

N/A

4/hr

Mini-bus

Proposed Town Routes (15kph average speed assumed)

Bordon

N/A

6/hr

Mini-bus

7.5

Bordon

N/A

6/hr

Mini-bus

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Strategic bus routes

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

4.0 Proposed Transport Strategy

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

Local routes:

These bus routes are intended to serve Whitehill Bordon and surrounding local villages. The rural community public transport services (EHDC rural public transport study, see Chapter 3) should dovetail with the local routes services.

West Worldham

Churt

Sleaford

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

4.0 Proposed Transport Strategy

The bus routes indicated show links along Mill Chase Road, where Headley Mill Ford is located. This is considered an important route to link Whitehill Bordon with villages to the north east, however suitable bus vehicles to cross the ford would be required. It is recognised that further work is required in order to assess the feasibility of Headley Mill Ford on Mill Chase Road being able to accomodate a bus route.

Arford Headley Oakhanger

Bordon Stanford

Selborne

Empsholt

Proposed Local Villages Loop Routes

Greatham

West of Town Loop East of Town Loop Villages served Whitehill Bordon Transport hub

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Town wide routes:

4.0 Proposed Transport Strategy

These routes are intended to link all facilities and destinations within the town to each other.

Town wide routes

North-South Town Route Feasibility for bus route over Headley Mill Ford requires further investigation East-West Town Route Transport hub

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Type of Vehicle and Frequency of Services In order to achieve significant modal shift to public transport services within the town, high quality vehicles and waiting facilities will be required. The following are suggested ideas towards encouraging the use of the bus services proposed: Strategic routes:

at least 2 buses per hour, i.e. 1 bus every 30mins. High quality, low emission, single decker bus vehicles suggested to operate on these routes.

Local routes:

4.0 Proposed Transport Strategy

at least 4 buses per hour, i.e. 1 bus every 15mins. High quality, low emission, mini bus type vehicles (approx. 30 seats) suggested to operate on these routes.

Town wide routes:

at least 6 buses per hour, i.e. 1 bus every 10mins. High quality, low emission, mini bus type vehicles suggested (approx. 20 seats) to operate on these routes.

In order to achieve these service frequencies, it is estimated that approximately 40 new vehicles will be required. It is important that these services are able to operate as early as possible from when development at Whitehill Bordon takes place. Therefore, subsidy of vehicles and route operation will be required initially to â&#x20AC;&#x2DC;pump primeâ&#x20AC;&#x2122; services. Subsidy for up to 6 years of operational costs have been included within the development budget costings. This table summarises the requirements for the proposed route operation.

Route

Route Length (km)

Approximate Route Journey time (mins) (25 KPH average speed assumed)

Origin

Destination

Existing Frequency

Proposed Frequency

Vehicle Type

Number of new vehicles required

Strategic/Long Distance Cross Routes 18 13

Aldershot

Haslemere

1/hr

2/hr

Single Decker Bus

Alton

Liphook

1/hr

2/hr

Single Decker Bus

Bordon

Petersfield

N/A

2/hr

Single Decker Bus

Proposed Local Villages Loop Routes 26

Bordon

N/A

4/hr

Mini-bus

Bordon

N/A

4/hr

Mini-bus

Proposed Town Routes (15kph average speed assumed)

Bordon

N/A

6/hr

Mini-bus

7.5

Bordon

N/A

6/hr

Mini-bus

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Bus stops – introducing the ‘hub’ concept In order to encourage people living and working within Whitehill Bordon to use the proposed public transport services, it is vital to provide bus stops in convienient locations close to people’s homes and facilities within the town. Bus stops at Whitehill Bordon are proposed to provide a lot more than traditional bus stops, they are intended to become much more than just places where people wait for, board and alight buses.

4.0 Proposed Transport Strategy

This diagram summarises the locations of all ‘hubs’ and bus stops within the town.

Bus stops and routes within town Strategic Route Strategic Route Local loop Local loop North-South Town Route

Central Transport hub - served by all routes to heart of town centre

Bus stop on town wide routes

Transport sub-hub served by all routes to employment destinations

5-min walk from bus stop

East-West Town Route

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Central transport hub

4.0 Proposed Transport Strategy

Iconic building

Interactive route planner

Central transport hub indicative location

Proposed location for Central transport hub This is proposed as an iconic building in the heart of the town centre along the existing High Street where all bus routes serving the town should stop. The building will serve as more than a transport hub, it will act as a focus for changing peopleâ&#x20AC;&#x2122;s perceptions of traditional travel by public transport and include the following: State of the art journey planning information centre introducing innovation and creativity to public transport. The bus stop acts like an iphone, providing all information on sustainable transport opportunities from the town at the touch of a button. Information on which bus routes go where, cycle routes, cycle hire, walking routes, car clubs, car share schemes and when the next bus will arrive could be provided, as well as a high tech community message board including adverts.

Interactive bus stop advertising 44

Whitehill Bordon Transport Strategy / March 2010

Interactive bus stop â&#x20AC;&#x201C; like an iPhone

Alan Baxter

Such technology has recently been unveiled called the ‘EyeStop’*. Showcased in Florence, Italy, it shows the potential of next generation urban transportation design, which should be the aim for the public transport information system to be introduced at Whitehill Bordon. Ideas for other services to be provided at the Whitehill Bordon Central Transport Hub: • Bike parking/cycle hire • Tourist information centre • Sustainable living information centre • Social community meeting place • Internet access • Bank • Library • Café

The central transport hub should be provided as soon as possible, to provide a focus for changing travel patterns immediately for residents and employees in Whitehill Bordon.

Sub hubs These are suggested to be located close to the main employment locations within Whitehill Bordon. All bus routes will stop at these sub hubs, where sheltered waiting facilities will be provided. Real time information on routes serving the stops should be provided at employment locations to encourage the use of public transport to access employment locations.

4.0 Proposed Transport Strategy

• Bike shop and repair centre (with free air pump for bike tyres)

Bus stops Located within 5 minutes walk of all existing and proposed new homes at Whitehill Bordon, local bus routes serving all the main facilities in the town should stop here.

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Rail Further studies are being carried out by Hampshire County Council to investigate the potential for providing rail services at Whitehill Bordon. In order to allow for the potential of rail services at Whitehill Bordon in the future, the preferred approach is to safeguard the routes of the now disused rail corridors from Whitehill Bordon south to Liss and north to Bentley.

4.0 Proposed Transport Strategy

A possible location for the station has been defined within the masterplan proposals. Should a rail connection at Whitehill Bordon be viable in the future, a better link between the rail station site and the transport hub in the centre of the town would be required. Should this be the case, a bus only (or people mover) connection adjacent to the Linear Town Park is suggested, with bus routes diverted along this route (see diagram). This would provide the potential for an interchange between bus and rail services, to connect easily and quickly between the station and town centre within a 5 minute walk through the linear park, or by the many bus routes proposed to serve the town.

A bus only link through Greenwich Millennium Village, providing a dedicated bus route with adjacent footpaths through a landscaped setting

Bus stops and routes within town

Potential bus only (or people mover) boulevard through linear town park to allow direct connection between rail station and central transport hub in town centre Central Transport hub - served by all routes to heart of town centre 5-min walk from bus stop

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

4.2.2 Vehicular Traffic Traffic management within the town

Existing

4.0 Proposed Transport Strategy

The approach to traffic management within the town centre is to provide a new through street to divert the A325 away from the town centre. The new through street should become the A325 through the town so that the existing High Street can be reclaimed for public transport and pedestrian priority.

Future

Traffic Management - Concept

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

The new through street can be designed to provide a pleasant environment whilst catering for the future forecast levels of traffic. It is forecast that future traffic flows in 2036 on the new through street (A325) could be as follows. It is suggested this street be designed according to guidelines set out within Chapter 5.

4.0 Proposed Transport Strategy

• 24% through traffic • 75% origin/destination traffic • 1% internal traffic

Future A325 (new through street) estimated traffic flows

Traffic management outside the town Following the HCC traffic modelling exercise, if there are junctions or roads which show up as unduly affected then the correct traffic management measures will need to be designed and implemented, to mitigate against additional traffic on surrounding local routes and villages. The following diagram indicates where it is considered traffic management schemes may need to be considered, along with examples of successful traffic management measures which have been implemented elsewhere.

Local Highway Network New Main Street through development Junction Improvements (signalised junction) New Junction Traffic Management Scheme Streetscape Improvements

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Anticipated External Traffic Management Requirements

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

B3006 to Alton & A339 to Basingstoke and M3

to B3006

B3004 towards A31

B3006 to Liss and A3

to Wyck

A325 to A3

to Wheatley

4.0 Proposed Transport Strategy

to Binstead

A325 to Farnham, Aldershot, Farnborough, Frimley, Bagshot, A287 and M3 junction 5

B3004 to Liphook

B3002 to Grayshot

It will be important that traffic management schemes are designed in a bespoke way, to be in keeping with the character of local villages, to cater for the anticipated impacts following development. Some examples of the traffic managements schemes that have been implemented elsewhere to mitigate against impacts of development traffic are shown.

Village gateways

4.0 Proposed Transport Strategy

Vehicle activated signs

Priority working

Narrowing

Speed roundels

Humps

Cycle friendly measures Rural traffic calming 50

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Over the life of the project the reduction in car use and traffic flows on surrounding local roads should be monitored. Once the masterplan is complete, the next stage will be to carry out a detailed trip generation exercise which will identify if there are any sensitive areas where traffic may have an undue effect on the town and neighbouring villages.

4.2.3 Parking Providing the correct balance of parking to support development is a vital aspect towards the success of any new development. The suggested approach to parking provision for new development at Whitehill Bordon is to reduce existing maximum parking standards by up to 50%, to be phased as development comes forward. An adaptable parking strategy is required to effectively cater for new developments coming forward.

Different types of parking are proposed for different styles of development. The following parking types as shown in the table on pages 56 - 57 are suggested for different housing densities of residential development. The aim should be to integrate parking facilities sympathetically within the new development, so that cars do not dominate the local streets. Cycle parking should be generously provided closer to front doors than car parking, to encourage use of cycles over cars. Improvements to public transport should be delivered as early as possible to encourage sustainable travel patterns as soon as possible.

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

4.0 Proposed Transport Strategy

In order to encourage a pedestrian focus for the central area, a car free zone is suggested within the heart of the town. No parking will be permitted in this central zone, and streets will be designed to accommodate access for servicing vehicles only at certain times of the day.

Housing Density Suggested Parking Type

Green Roots

Green Streets

Green Views

on street

4.0 Proposed Transport Strategy

basement

undercroft

car club/car free

off plot garages

on plot

green areas

Parking types

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

4.0 Proposed Transport Strategy

Examples

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

4.2.4 Cycling Cycling as a mode of transport provides a real opportunity in this area for both leisure and commuting purposes. The cycle strategy to support development proposals at Whitehill Bordon suggests implementation of two new cycle routes, to tie in with existing proposals by SUSTRANS and Alice Holt Forest. The diagram summarises potential routes considered appropriate for: Leisure routes to link with:

• National Cycle Route 22 (Portsmouth – Farnham) • Along or adjacent to disused railway corridor Commuter routes to surrounding stations

• Liss station – adjacent to A325, Petersfield Road and B3006 Farnham Road • Liphook station – Liphook Road, Hollywater Road, B3004 Headley Road

4.0 Proposed Transport Strategy

• Bentley Station – adjacent to A325 then off road to station, along route identified through Alice Holt Forest land Although all streets within the town will be suitable for cycling, the main cycle route through the town is proposed along the existing High Street. Vehicle traffic along this corridor will be redirected along the proposed new through street to encourage cyclists. Leisure routes to the east and west of the town have also been identified. It is suggested investment for implementation of these cycle routes is one of the first aspects of development, as soon as funding can be identified. A cycle hire scheme to allow those living, working and visiting Whitehill Bordon to cycle around the town is suggested to be located at the central transport hub. Similar cycle hire schemes currently in operation in towns and cities across the UK and Europe (e.g. Cambridge, Paris, Copenhagen, Lyon) have proved very successful in encouraging cycling as a mode of transport.

Leisure Routes Potential route adjacent to disused rial corridor Commuter Route

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Liphook Station approx 5.1 miles = 20 min cycle Liss Station approx 5.0 miles = 20 min cycle

This drawing incorporates information from the Ordnance Survey which is ÂŠ Crown Copyright. ABA Licence: AL1000 17547

25 min

Bordon

20 min

15 min

4.0 Proposed Transport Strategy

Bentley Station approx 6.5 miles = 25min cycle

Town wide cycle strategy

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Cycle parking facilities should be provided frequently along streets within the central area, as well as provision of secure cycle parking facilities at all employment destinations and community facilities. This will help encourage cycling as a form of transport. When planning new employment and residential development, the location of cycle parking should be more convenient than car parking, to help encourage cycling as a form of transport. Showering and changing facilities should also be provided within all employment locations.

4.0 Proposed Transport Strategy

Cycling

Racks for bikes on buses

Cycle Parking

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

4.2.5 Walking A network of pedestrian routes, the â&#x20AC;&#x2DC;Green Loop and Gridâ&#x20AC;&#x2122;, is proposed throughout the town. The green loop and grid will connect all facilities from homes, schools, employment and community facilities together. The green loop and grid links up existing footpaths within the area to provide a comprehensive network of footpaths. 2

4.0 Proposed Transport Strategy

Proposed Green Loop and Grid

Alan Baxter

Green Grid Green Loop

Whitehill Bordon Transport Strategy / March 2010

4.2.6 Freight It is likely that delivery of materials and goods to Whitehill Bordon will increase both during the construction phases of development, as well as following development, depending on the type of industry proposed within the town. Freight Partnerships should be considered as a means of reducing the amount of heavy goods vehicles (HGV) within the town. Discussions should be held with suppliers regarding the possibility of partnerships to achieve a higher rate of ‘back loading’. ‘Back loading’ is the practice of making use of spare capacity on the return leg of a delivery journey. It makes more efficient use of resources, such as fuel and driver time, by finding loads that need to be shipped between similar areas as those visited by the returning vehicle. These loads could be returns of your goods or products from the same companies, or a third party in the cases of haulage or logistics companies. What matters is that unproductive journeys are minimised and income is maximised.

4.0 Proposed Transport Strategy

UK transport statistics show the percentage of empty running of lorries in 2003 was 26.5%*Empty or partially loaded vehicles not only waste money, they also add to noise and air pollution, congestion, health problems and accident risks. It will be important that specific routes, considered appropriate to cater for the delivery of goods and materials to Whitehill Bordon are specified. Delivery vehicles will be obliged to use only specified routes to access the area, i.e. A31, A3 and A325. This is to avoid increasing HGV traffic through surrounding local routes and villages considered inappropriate for carrying such traffic. A potential option could be to implement road side cameras using Automatic Number Plate Recognition (ANPR) technology along banned delivery routes to monitor usage by delivery vehicles associated with Whitehill Bordon.

Town Centre Town Edge Park Edge

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

5.0 Internal Street Layout What streets will there be to serve the new town? All new streets within the development should be designed with a strong emphasis on providing a suitable and pleasant environment for pedestrians, cyclists and public transport use.

5.0 Internal Street Layout

This plan summarises the proposed layout of streets planned to serve the town, as well as broadly indicating the different street type character areas each falls within.

Street layout and character areas

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Proposed street hierarchy It will be important to design the new streets to a specific hierarchy, where different streets serve different functions. The following diagram summarises the position within the hierarchy each street is intended to be designed for, with the proposed through street becoming the main A325 to carry the majority of traffic, with other streets down towards the tertiary streets, to be more like â&#x20AC;&#x2DC;home zonesâ&#x20AC;&#x2122;, where pedestrians and cyclists take priority in the street, but cars can also pass through at a very slow speed. The suggested corridor widths (back of footway to back of footway) for the streets are also shown, these have been developed to help define the character of each street type, according to its position within the overall street hierarchy.

Hierarchy

Higher

Primary

Lower

Secondary

Density

Lower

Town Centre

Town Centre Edge

Park Edge

N/A

22m

N/A

12m

15.5m

N/A

Tertiary

10m

10.5m

Building set-back

Not preferred

Flexible

5.0 Internal Street Layout

Pedestrian/cycle link Rail Public transport corridor

Street hierarchy

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

What could the new streets be like? The following street sections and photos provide examples of the types of each street that could be provided within the town.

Town Centre:

5.0 Internal Street Layout

Secondary Street:

Secondary Town Centre

Tertiary Street:

Tertiary Town Centre

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Town Centre Edge:

5.0 Internal Street Layout

Primary Street - Through Street

Primary Town Centre Edge Through Street

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Secondary Streets:

Existing:

Secondary Town Centre Edge Existing Station Road / Bus Lane

5.0 Internal Street Layout

Proposed:

Secondary Town Edge Proposed

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Tertiary Streets:

5.0 Internal Street Layout

Tertiary Town Edge

Park Edge: Tertiary Streets:

Tertiary Park Edge

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

What could the High Street in the town centre be like?

5.0 Internal Street Layout

An important aspect of the masterplan proposals is to downgrade the existing High Street, to provide a better environment for pedestrians. It is suggested that where appropriate the carriageway is narrowed and becomes a ‘shared space’, where pedestrians take priority, but vehicles can also pass through at very slow speeds. Part of the High Street is proposed to become a public transport only link, where buses (and potentially trams in the future) and taxis will be the only vehicles allowed through. This is to discourage use of the High Street for through traffic. The street section shows how this public transport only section of the High Street is envisaged, with the photos indicating similar streets which have adopted a ‘shared surface’ approach to improve the town centre environment for pedestrians.

Secondary Public Transport Focus High Street

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

How will the new streets integrate the existing and new parts of town? In order to integrate the existing town with the new streets, it will be important to provide good connections across the existing main street through the town, i.e. Petersfield Road, High Street, Camp Road.

5.0 Internal Street Layout

Where new streets connect with these existing streets, good crossing points should be provided in the form of raised tables or wide pedestrian crossing areas.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

6.0 Proposed Measures In order to make the aspirational modal split targets set out in Chapter 2 a reality, a range of measures will be necessary in order to: (a) encourage use of sustainable modes of travel; and (b) reduce journeys made by private car Measures suggested to encourage the following modes of travel are summarised in the following sections: • Working from home • Walking • Cycling • Car Driver • Car Passenger • Rail

Working from Home It is proposed that 1 in 10 of the new homes in the town could have a home worker, in line with existing patterns and the proposal to introduce home worker houses. High speed broad band connection will be required within the new development to further encourage working from home within the town.

6.0 Proposed Measures

• Bus

Existing

Proposed (without rail)

Proposed (with rail)

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Walking The aim for the town is to increase the overall modal share of trips on foot from the existing 20% to 25%. This is considered a very reasonable target for the town, particularly with the creation of new jobs in close proximity to the new homes.

Existing

The town is being designed with genuine walkable neighbourhoods to make walking a more attractive and safer option for local residents. The following measures will be included: • All new homes will be situated in close proximity to local employment, shops, schools, community and leisure facilities, connected by the ‘green loop and grid’ network of pedestrian routes

Proposed (without rail)

• All new homes will be within 400m (5 minute) walking distance from regular and reliable public transport systems. • Encourage initiatives such as walking to school through ‘walking buses’ • Internet shopping and delivery services from local shops to make shopping without a car much easier

Proposed (with rail)

6.0 Proposed Measures

• Market the health aspects of walking at the ‘transport hub’

• The quality of pedestrian routes is important; they should be well-lit and safe to ensure that pedestrians feel secure

Journeys to education account for 11% of all journeys, therefore a good place to start is by providing alternatives to driving a car. Apart from other obvious health benefits of walking, it makes for a much more interesting and educational route to school to not just be driven. Research from a school in Liverpool shows that introduction of safe routes to school initiative with “Walking buses” which have a driver and conductor, run to time table every day and use a trolley for heavy school bags have cut car use for journeys to school by a third*.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Cycling

Existing

Proposed (without rail)

The aim in town is to increase the modal share of trips by cycle from 2% to 12% with rail. Making the use of bicycles easier is an important way of creating sustainable neighbourhoods. The popularity of cycling as a cheap, healthy and realistic mode of transport is increasing all the time. The topography and location of the town are well suited to encourage cycling. Other key opportunities for promoting cycling in order to achieve the modal share targets are: • Provision of safe and secure cycle parking facilities adjacent to, or at the front door of residential units, providing an immediate option to use instead of the car • Provision of safe and secure communal cycle parking facilities adjacent to, or at the front door of employment and commercial hubs and transport interchanges • Improved cycle infrastructure on the road network including good surfaces and safe, well-lit routes • Facilities for taking cycles on buses and trains • Provision of showers, changing rooms and lockers at work places, delivered through commercial Travel Plan obligations. • Community bike rental initiatives and ‘bikeability’ training programmes. Including the provision of bike hire schemes (potentially with electric power assistance) at the central ‘transport hub’ on the High Street • Delivery bike loan schemes from local supermarkets to transport goods home without a car • The enhancement and extension of cycle route networks connecting Whitehill Bordon to the National Cycle network and to surrounding railway stations at Bentley, Liphook and Liss

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

6.0 Proposed Measures

Proposed (with rail)

Recent initiatives in other towns to promote the use of cycling have seen the following results: • National: 30% of parents said a safe cycle route to school would mean they would use cycling as an alternative to driving their children to school • York: 22% of all journeys are carried out by bike, this has been achieved through restricting car access and implementation of a cycle network linking the town to surrounding areas. • Hull: 14% of all journeys are carried out by bike following implementation of a comprehensive cycle network

6.0 Proposed Measures

• Local – Liphook: research from Bohunt school shows that 13% of pupils wanted to cycle to school, but only 3% actually did. Investment using a grant from Cycling Project Fund (DfT) helped fund improvements to school grounds, and coincided with completion of dedicated cycle track, which avoided busy roads and junctions on route to school. The result of this investment was that cycling to school steadily rose from 2 pupils per day to around 20 pupils per day, peaking at 30 on warm days. The school also reported a reduction in the use of the car for school journeys.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Buses

Existing

Proposed (without rail)

The target modal share for use of the bus is 17% of all journeys by 2036 (9% if a rail station at Whitehill Bordon can be delivered). Clearly this is a aspirational target, but if significant investment in the provision of bus services and infrastructure can be achieved over the next 20 years, this aspiration can be achieved, as the majority of journeys taking place both too, through and within the town could feasibly be carried out by bus. Investment needed to achieve these targets is significant. It should start immediately through improvements to: • frequencies of existing services • provision and simplification of information relating to which services go where and when • this information can be provided at the transport hub as well as advertised • real time information being available at bus stops, via the internet and mobile services (which some already are) • improved waiting facilities, starting at the transport hub in centre of town, using available technologies to communicate and enhance the public transport experience. The next stage will be to introduce the three tiers of bus services suggested: • Strategic routes serving longer distance journeys • Local routes serving surrounding villages • Town wide routes serving key facilities around the town

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

6.0 Proposed Measures

Proposed (with rail)

In Worcester, a branding campaign â&#x20AC;&#x153;Choose how you moveâ&#x20AC;? was launched in 2003 as part of a 5 year DfT project. This re branding and marketing exercise was shown to increase bus usage by 20%, taking the overall modal share of bus usage in the town to 19% for all journeys. There is an opportunity in the longer term to upgrade the strategic bus routes to become fast transit routes or guided buses. This would involve creating a dedicated bus only route, potentially via the disused rail corridor or adjacent to the A325. This could improve speed and reliability of the services, encouraging further patronage. This report suggests various corridors through the town that are considered suitable for such a system. A feasibility study is being carried out by Hampshire County Council to review the way a system could be introduced through surrounding areas, to link Whitehill Bordon with surrounding larger towns and growth areas.

6.0 Proposed Measures

A guided bus or rapid transit corridor is considered to be a desirable aspiration if the modal share targets are to be achieved. Investment in existing bus services should be started now, whilst working towards an improved rapid transit based public transport system in the future.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Rail

Proposed (without rail)

Proposed (with rail)

The decision was taken not to plan a heavy rail corridor through the centre of the town. This is to balance the risk between the uncertainty of delivering a railway, along with the significant severance heavy railway infrastructure can create in the urban environment. If a railway becomes viable in the future, it would be beneficial for buses to be able to access the station, to provide good integration between travel modes. A bus only link is suggested through the linear town park, to connect the station with the town’s central transport hub on the High Street, should heavy rail become an option. Varying levels of rail technologies are available, from heavy to light rail systems. ‘Ultra light’ rail systems are now an option for some areas, such as the ‘Parry People Mover’. This operates successfully on previously disused rail corridor in Stourbridge in the West Midlands. Light or ultra light rail can be a cheaper alternative to heavy rail, providing similar passenger connections, without the freight carrying capacity. The masterplan has been designed to be flexible to accommodate such systems within the town in the future.

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

6.0 Proposed Measures

Existing

The long term aspiration for Whitehill Bordon remains for the reintroduction of a railway station. Hampshire County Council is currently carrying out various feasibility studies, including an engineering pre feasibility study of rail route options. The masterplan has been designed so that the historic rail corridor through the town leading north and south is safeguarded. This approach allows the town to remain flexible for accommodating rail in the future.

6.0 Proposed Measures

Car Usage Car Drivers

Car Passengers

Existing

Proposed (without rail)

Proposed (with rail)

Reducing usage of the private car as a carbon intensive form of transport is one of the principle aims for designing the masterplan. The following measures are proposed to enable people to live and work in Whitehill Bordon without the need to own their own car and use other more sustainable forms of transport to get about. • The street network has been designed for the benefit of pedestrians, cyclists and public transport uses • The car free area in the town centre should make access to the centre easier by other modes of transport and provide a better pedestrian environment in the central area • Traffic management system to make car routing less attractive for journey choice (e.g. public transport and pedestrian only sections of street within town centre)

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

• Cycle parking facilities and access to bus stops should be easier for residents than accessing their car (also advantageous to obtain code for sustainable homes points) • Working from home facilities within residential units can help reduce the need for commuting to work (also advantageous to obtain code for sustainable homes points) • The opportunity for selling car parking spaces separately to residential dwellings should be investigated 17% of all journeys are related to shopping, the introduction of the delivery systems for goods to people’s homes, along with reduced parking at main retail facilities should help encourage people not to drive.

Car clubs For occasional drivers using a car for journeys equating to less that 6.000 miles per year, membership to a car club can reduce bills by around £3,500 a year. Research has shown that for every car club car, it can be used to replace up to 20 private cars. This could have a significant impact on reducing traffic and freeing up space required for parking.

It will be important that dedicated spaces are provided for car club vehicles throughout the town, with the opportunity for residents to be offered reduced membership to car club facilities. Car clubs can also be set up to offer members discounted tickets for public transport, to help further reduce the need to own your own vehicle. Car club research also shows: • More walking and bike use. Car club members showed a 15% increase in use of active travel post joining

6.0 Proposed Measures

The ‘transport hub’ in the centre of the town should be the place where people find out about initiatives such as car clubs and sign up to car sharing schemes.

• More public transport use. Members use public transport three times more than nonmembers (31.8% journeys versus 8.7% for non car club members

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Car sharing This can reduce transport CO2 emissions by 40-50% among its members and is also a good way to encourage interaction within the community, if neighbours are making the same journey everyday, why not take it in turns, reduce bills and be eligible for priority parking at many workplace destinations Use of technologies to set up town wide databases to help get people making the same journeys day in day out get in touch with each other to â&#x20AC;&#x2DC;car shareâ&#x20AC;&#x2122; should be used (e.g. www.liftshare.com is the national lift sharing database). These opportunities could also be advertised through the interactive bus stop technology community boards. Priority car share parking should be provided at employment areas, to help eradicate sole usage of the private car as a means of commuting to Whitehill Bordon.

6.0 Proposed Measures

Residential and work based travel plans will also need to set out specific standards in terms of reducing car use.

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

7.0 Summary Phasing A phased approach to reducing car usage will be required, starting now. Phased modal split targets up to 2026 for residents of the existing town and residents and employees for the proposed development have been developed, with targets for 2036 also set out, when it is assumed that those living and working within the town should travel in the same way. These targets are summarised in tables included in Appendix B. As part of the evidence base collection and over the life of the project, the reduction in car use and traffic flows on surrounding roads will need to be monitored.

Next Stages

There are various different funding streams available to help gain investment towards transport improvement schemes. Grants and funding for the schemes set out in this report should continue to be applied for from various sources. The projects that should be started immediately are: • The central ‘transport hub’

7.0 Summary

Changing travel patterns of people living and working in Whitehill Bordon can start now. Integration of existing transport systems in the town is required as currently, the main travel opportunity is use of the private car. Real projects can be taken forward now to make a real start to encourage a change in travel patterns.

• Green loop and grid • Implementation of improved cycle routes as soon as possible & cycle parking facilities in the town • Public transport investment to improve the quality and frequency of existing bus routes • Smarter choices • Personal travel planning for existing town

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

This diagram summarises the envisaged stages for taking the transport strategy to support the masterplan development proposals forward.

7.0 Summary

â&#x20AC;˘ Roll out smarter choices

â&#x20AC;˘ Personal travel planning for existing community

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Appendix A

Appendix A Sources

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Appendix A

The information source is referenced in the same order as the source    marker (*) appears within the main text of the report.                                                 

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   •  •  •  •  •     •  •    

    

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Appendix A

                                                                                                ō     

                 

                  

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Appendix B

Appendix B Modal Split Target Calculations

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Appendix A

                                          

Business trips to WHB (WITHOUT RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Trips

210

% Trips

0% 0

79%

Pedestrians

Cyclists

Motorcycle

Car Driver

Trips

5530

12%

Trips

840

Trips

280

Trips

140

% Trips

0% 0

Appendix B

Car Passenger

Bus

Rail

Other

Existing Trips = Future existing trips= Proposed Trips = Total Trips =

Measures proposed

• Green loop & grid • 7000 new jobs within town • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • Green loop & grid • Cycle storage facilities directly outside all houses  Cycle parking facilities at all key destinations  Clear and direct cycle routes within town  Cycle priority along High Street  Clear cycle ro

• Good public transport facilities with direct access routes for commuter journeys. • Stops within 400m of homes • Lack of parking and car route design make bus more attractive • Personal Travel planning • Reduced public transport passes • Timetables and

• Clear cycle routes from town to Liphook station (4 miles south) • Frequent bus services from Liphook station to Bordon serving routes to employment areas • Reopen railway/light rail? Larger modal shift

100% 0% 100% 7000 7000 6300 (ASSUMPTION = 10% of population will disappear with MoD leaving) Business= 11176 2007 17476 Internal= 0% of business trips External = 100% of business trips

Whitehill Bordon Transport Strategy / March 2010

2026 Target Modal Split

2026 Internal 2026 External

2036 Target Modal Split

2036 Internal

2036 External Existing Working Population trips=7000

Proposed additional Working Population Trips = 11000 Combined

11%

1573

1922

350

1229

1579

0% 0

57%

51%

70%

49%

59%

9961

8913

4900

5476

10376

18%

20%

14%

21%

19%

3146

3495

980

2347

3327

13%

15%

16%

14%

2272

2621

630

1788

2418

524

140

335

475

0% 0

100% 0% 17476 16% of all trips

100%

2026/36 Internal= External =

100% 17476

100% 7000

100% 11176

0% of business trips 100% of business trips

Alan Baxter

104% 18176

Business trips (WITHOUT RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Works from Home

Measures proposed

2026 Target Modal Split

2026 Internal 2026 External

2036 Target Modal Split

2036 Internal

2036 External Existing Working Population trips=17656

Proposed additional Working Population Trips = 11176

Combined

10%

11%

12%

10%

2707

2977

1412

1341

2754

15%

17%

14%

16%

4060

4601

2472

1788

4260

10%

13%

14%

11%

2707

1895

812

3519

2436

1083

1412

1565

2977

High speed broadband Trips

1412

13%

Trips

2295

Trips

530

Pedestrians

Cyclists

• Green loop & grid • 7000 new jobs within town • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • Green loop & grid • Cycle storage facilities directly outside all houses  Cycle parking facilities at all key destinations  Clear and direct cycle routes within town  Cycle priority along High Street  Clear cycle routes out of town to Liphook station (4 miles south) • Showering and changing facilities at employment

Trips

66%

61%

40%

36%

30%

26%

50%

25%

43%

Trips

11653

883

10770

10827

1083

9744

8120

1083

7037

8828

2794

11622

11%

12%

10%

13%

12%

Trips

1236

177

1059

2977

1083

1895

3248

541

2707

1766

1453

3218

12%

15%

18%

13%

3248

1353

1895

4060

1895

2165

1412

2012

3424

541

353

224

577

0% 0

Car Driver

Car Passenger

Trips

353

325

Trips

177

163

% Trips

0% 0

Bus

Rail

Other

Existing Trips = Future existing trips= Proposed Trips = Total Trips =

• Limited parking provision at employment • Parking located at a distance from destination • Rewards for car sharers • Public transport routes past employment zones • Car club and car share schemes • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations • Car club and car share schemes • Rewards for car sharers • Parking located at a distance from destination • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations • Public transport routes past employment zones • Good public transport facilities with direct access routes for commuter journeys. • Stops within 400m of homes • Lack of parking and car route design make bus more attractive • Personal Travel planning • Reduced public transport passes • Timetables and route information at local businesses • Real time information • High frequency services • Clear cycle routes from town to Liphook station (4 miles south) • Frequent bus services from Liphook station to Bordon serving routes to employment areas • Reopen railway/light rail? Larger modal shift

100% 30% 70% 17656 17656 5339 12317 15890 (ASSUMPTION = 10% of population will disappear with MoD leaving) Business= 11176 2007 Resi Business= 27066 Internal= 30% of business trips External = 70% of business trips

Alan Baxter

100% 45% 27066 12180 25% of all trips 30% of all trips

55% 14887 2026/36 Internal= External =

100% 27066

50% 13533

100% 17656

100% 11176

Appendix B

Motorcycle

107% 28832

50% of business trips 50% of business trips

Whitehill Bordon Transport Strategy / March 2010

Education trips (WITHOUT RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

48%

Trips

3317

Trips

138

% Trips

0% 0

Pedestrians

Cyclists

Motorcycle

26%

16%

10%

Trips

1797

1078

719

17%

10%

Trips

1175

705

470

Car Driver

Appendix A

Car Passenger

Trips

484

290

193

Trips

% Trips

0% 0

Bus

Rail

Other (WSP)

Measures proposed

• Green loop & grid • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • ‘Walking bus’ for school children • Schools conveniently located near residential zones • Green loop & grid Cycle storage facilities directly outside all houses Cycle parking facilities at schools Clear and direct cycle routes within town Cycle priority along High Street • Showering and changing facilities at schools

• Limited parking provision at schools • Public transport routes past schools • Encourage car sharing • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations •Car share schemes • Limited parking at schools • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations • Public transport routes past schools • Good public transport facilities with direct access routes for school journeys. • Stops within 400m of homes and schools • Lack of parking and car route design make bus more attractive • Personal Travel planning • Reduced public transport passes • Timetables and route information at schools • Real time information • High frequency services

• School catchment areas unlikely to require students to travel by rail

100% 80% 20% 6910 5528 1382 Existing Trips= 6910 Future existing trips= 6219 (ASSUMPTION = 10% of population will disappear with MoD Education leaving) = Proposed Trips = 5588 2007 Resi Education = Total Trips = 11807 Internal= 80% of education trips External= 20% of education trips

Whitehill Bordon Transport Strategy / March 2010

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

Existing Education trips=6910

Proposed element Education trips = 5588

Combined

52%

54%

51%

54%

55%

6140

6376

3524

3018

6542

10%

12%

14%

10%

1181

1417

415

782

1197

0% 0

10%

15%

11%

1181

472

708

472

236

1037

224

1260

11%

945

354

590

472

354

118

760

279

1040

20%

16%

24%

17%

23%

21%

2361

1889

472

2834

2007

826

1175

1285

2460

0% 0

100% 11807

85%

11% of all trips 13% of all trips

15%

2026/36 Internal= External=

100% 11807

90% 10626

10% 1181

100% 6910

100% 5588

106% 12498

90% of education trips 10% of education trips

Alan Baxter

Leisure/Personal trips (WITHOUT RAIL)

Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

• Green loop & grid • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • Leisure facilities conveniently located near residential zones

28%

Trips

4994

Trips

357

% Trips

0% 0

50%

18%

32%

Trips

8917

3185

5732

Pedestrians

• Green loop & grid Cycle storage facilities directly outside all houses Cycle parking facilities all leisure facilities Clear and direct cycle routes within town Cycle priority along High Street • Bike hire facilities at transport hub in town centre

Cyclists

Motorcycle

Car Driver

17%

11%

Trips

3032

1083

1949

Car Passenger

Trips

535

191

344

Other

% Trips % Trips

0% 0 0% 0

(WSP) Existing Trips = Future existing trips= Proposed Trips = Total Trips =

100% 17834

55% 9809

• Limited parking provision at leisure facilities •Car club bays in town centre and at leisure facilities • Public transport priority through town centre and along community spine • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations • Limited parking in town centre and at leisure facilities • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to leisure facilities

• Good public transport facilities with direct access to leisure facilities • Stops within 400m of homes and leisure facilities • Lack of parking and car route design make bus more attractive • Central transport hub in town centre • Reduced public transport passes • Timetables and route information at facilities • Real time information • High frequency services • Re-open railway/light rail? Larger modal shift

Bus

Rail

Measures proposed

45% 8025

17834 16051 (ASSUMPTION = 10% of population will disappear with MoD Leisure leaving) = 19311 2007 Resi Leisure = 35362 Internal= 55% of leisure trips External= 45% of leisure trips

Alan Baxter

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

33%

35%

31%

35%

11669

12377

5529

6759

12287

12%

14%

10%

13%

12%

4243

2475

1768

4951

2829

2122

1783

2510

4294

0% 0

27%

23%

22%

18%

34%

22%

29%

9548

1414

8133

7780

1414

6365

6064

4248

10312

15%

11%

14%

10%

16%

14%

16%

5304

1414

3890

4951

1414

3536

2853

2704

5557

13%

15%

16%

13%

4597

2829

1768

5304

3183

2122

1605

3090

4695

0% 0 0% 0

0% 0

0% 0 0% 0

100%

56%

33% of all trips 39% of all trips

0 44%

2026/36 Internal= External=

100%

60% 21217

40% 14145

Existing Leisure trips=17834

100%

Proposed element leisure trips = 19311 Combined

100%

Appendix A

Existing Modal Split (2007-

105%

60% of leisure trips 40% of leisure trips

Whitehill Bordon Transport Strategy / March 2010

Shopping trips (WITHOUT RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

15%

Trips

1675

Pedestrians

Trips

223

% Trips

0% 0

65%

30%

35%

Trips

7259

3323

3936

12%

Trips

1340

614

727

Cyclists

Motorcycle

Car Driver

Appendix B

Car Passenger

Trips

670

307

363

Trips

% Trips

0% 0

Bus

Rail

Other

Measures proposed

• Green loop & grid • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • Shops conveniently located near residential zones • Green loop & grid • Cycle storage facilities directly outside all houses Cycle parking facilities at shopping areas Clear and direct cycle routes within town Cycle priority along High Street • Bike hire facilities at transport hub

• Limited parking provision in town centre •Car club bays in town centre • Delivery service from shops • Public transport priority through town centre • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations • Limited parking in town centre • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to town centre

• Good public transport facilities with direct access to town centre. • Stops within 400m of homes • Lack of parking and car route design make bus more attractive • Central transport hub in town centre • Reduced public transport passes • Timetables and route information at supermarkets • Real time information • High frequency services • Clear cycle routes from town to Liphook station (4 miles south) • Frequent bus services from Liphook station to Bordon serving routes to employment areas • Re-open railway/light rail? Larger modal shift

(WSP)

100% 55% 45% 11168 6142 5026 Existing Trips = 11168 Future existing trips= 10051 (ASSUMPTION = 10% of population will disappear with MoD Shopping leaving) = Proposed Trips= 6877 2007 Resi Shopping = Total Trips = 16928 Internal= 55% of shopping trips External= 45% of shopping trips

Whitehill Bordon Transport Strategy / March 2010

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

19%

22%

18%

20%

3216

3724

2010

1375

3386

846

1185

558

413

971

0% 0

47%

17%

30%

39%

12%

27%

52%

41%

51%

7956

2878

5078

6602

2031

4571

5807

2820

8627

11%

12%

10%

12%

1862

846

1016

1862

813

1049

1340

688

2028

18%

12%

21%

14%

13%

23%

18%

3047

2031

1016

3555

2370

1185

1452

1582

3034

0% 0

100%

58%

16% of all trips 19% of all trips

42%

2026/36 Internal= External=

100%

60% 10124

Existing Shopping trips=11168

40% 6805

100%

Proposed element Shopping trips = 6877 Combined

100%

107%

60% of shopping trips 40% of shopping trips

Alan Baxter

Total Residential trips (WITHOUT RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Measures proposed

Works at home

2026 Target Modal Split

2026 Internal

2036 Target Modal Split

2036 Internal

2735

3008

1272

1530

2803

27%

30%

26%

29%

24988

26984

13997

12471

26468

10%

12%

10%

8943

6363

2580

11040

7836

3204

4264

5209

9472

32%

26%

20%

40%

24%

35%

29619

5955

23664

23292

5083

18209

21230

10346

31576

12%

13%

12%

13%

11058

3668

7390

10511

3101

7410

6872

5066

11938

15%

17%

10%

19%

15%

13273

8123

5151

15780

9482

6298

5615

8075

13690

547

541

547

541

318

255

573

0% 0

2026 External

2036 External Total Existing Trips=53568

Total Proposed element trips =42952 Combined

High speed broadband Trips

1286

24%

Trips

12819

Trips

1232

Trips

Pedestrians

Cyclists

• Green loop & grid • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • Facilities and employment conveniently located near residential zones • ‘Walking bus’ for school children • Green loop & grid • Cycle storage facilities directly outside all houses Cycle parking facilities at all key destinations Clear and direct cycle routes within town Cycle priority along High Street Clear cycle routes out of town to Liphook station (4 miles south) • Showering and changing facilities at key destinations • Bike hire facilities at transport hub

54%

16%

38%

Trips

29050

8442

20608

Car Driver

13%

Trips

6991

2647

4344

Car Passenger

Trips

2030

819

1212

Trips

161

146

% Trips

0% 0

Bus

Rail

Other

Total Exisiting trips= Future existing trips= Total Proposed trips= Total trips=

Alan Baxter

• Car club and car share schemes • Rewards for car sharers • Parking located at a distance from destination • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to key destinations • Public transport routes past key facilities • Limited parking provision in town centre •Car club bays in town centre • Delivery service from shops • Public transport priority through town centre

• Good public transport facilities with direct access routes to key destinations. • Central transport hub in town centre • Stops within 400m of homes • Lack of parking and car route design make bus more attractive • Personal Travel planning • Reduced public transport passes • Timetables and route information at local businesses • Real time information • High frequency services

• Clear cycle routes from town to Liphook station (4 miles south) • Frequent bus services from Liphook station to Bordon serving routes to employment areas • Re-open railway/light rail? Larger modal shift

100% 51% 49% 53568 27258 26310 53568 48211 (ASSUMPTION = 10% of population will disappear with MoD leaving) 42952 91163

100% 91163

57% 51837

43% 39327

100% 91163

61% 55500

39% 35663

100% 53568

100% 42952

Appendix B

Motorcycle

106% 96520

Whitehill Bordon Transport Strategy / March 2010

Total Movement - All Trips (WITHOUT RAIL) Existing Modal Split (2007-Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Works at home

Measures proposed

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

Total Existing Trips=60568

Total Proposed element trips =53952

Combined

2707

2977

1207

1618

2825

23%

25%

22%

24%

25085

27078

13280

13188

26468

10%

12%

10%

10550

6397

4153

12993

7867

5127

4533

6466

10998

High speed broadband Trips

1207

20%

Trips

12057

Pedestrians

Trips

1460

1167

292

Trips

36%

31%

29.6%

25%

45%

28%

39%

39523

5898

33625

32123

5001

27122

26963

15207

42170

13%

10%

13%

10%

13%

14%

14234

3698

10536

14028

3123

10905

7884

7186

15070

14%

17%

10%

18%

15%

15525

8103

7423

18374

9454

8920

6204

9932

16137

1066

497

531

1028

0% 0

Cyclists

Motorcycle

58%

13%

45%

Trips

35360

8110

27249

13%

Trips

7829

2538

5291

Appendix B

Car Driver

Car Passenger

Trips

2310

771

1539

Trips

346

334

% Trips

0% 0

Bus

Rail

Other

Total Exisiting trips= Future existing trips= Total Proposed trips= Total trips=

100% 43% 57% 60568 25863 34705 60568 54511 (ASSUMPTION = 10% of population will disappear with MoD leaving) 54128 108639

Whitehill Bordon Transport Strategy / March 2010

100% 108690

48% 51887

52% 56803

100% 108639

51% 55500

49% 53139

100% 60568

100% 54128

105% 114696

Alan Baxter

Business trips (WITH RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Works from Home

Measures proposed

2026 Target Modal Split

2026 Internal 2026 External

2036 Target Modal Split

2036 Internal

2036 External Existing Working Population trips=17656

Proposed additional Working Population Trips = 11176

Combined

10%

11%

12%

10%

2707

2977

1412

1341

2754

15%

17%

14%

16%

4060

4601

2472

1788

4260

12%

14%

10%

15%

13%

3248

1895

1353

3789

2436

1353

1766

1676

3442

High speed broadband Trips

1412

13%

Trips

2295

Trips

530

Pedestrians

Cyclists

Trips

66%

61%

32%

28%

26%

22%

42%

17%

34%

Trips

11653

883

10770

8661

1083

7579

7037

1083

5955

7416

1900

9315

1895

1083

812

1353

812

541

1059

1006

2065

1083

812

271

1353

271

1083

530

559

1088

20%

22%

17%

26%

22%

5413

5955

3002

2906

5907

0% 0

Car Driver

Trips

1236

177

1059

Car Passenger

Trips

353

325

Trips

177

163

% Trips

0% 0

Bus

Rail

Other

Existing Trips = Future existing trips= Proposed Trips = Total Trips =

100% 30% 70% 17656 17656 15890 (ASSUMPTION = 10% of population will disappear with MoD leaving) Business= 11176 2007 Resi Business= 27066 Internal= 30% of business trips External = 70% of business trips

Alan Baxter

100% 43% 27066 11639 25% of all trips 30% of all trips

57% 15428 2026/36 Internal= External =

100% 27066

45% 12180

55% 14887

100% 17656

100% 11176

Appendix B

Motorcycle

107% 28832

50% of business trips 50% of business trips

Whitehill Bordon Transport Strategy / March 2010

Business to WHB trips (WITH RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Trips

210

% Trips

0% 0

79%

Pedestrians

Cyclists

Motorcycle

Car Driver

Trips

5530

12%

Trips

840

Trips

280

Trips

140

% Trips

0% 0

Appendix B

Car Passenger

Bus

Rail

Other

Existing Trips = Future existing trips= Proposed Trips = Total Trips =

Measures proposed

100% 0% 100% 7000 7000 6300 (ASSUMPTION = 10% of population will disappear with MoD leaving) Business= 11000 2007 17300 Internal= 0% of business trips External = 100% of business trips

Whitehill Bordon Transport Strategy / March 2010

2026 Target Modal Split

2026 Internal 2026 External

2036 Target Modal Split

2036 Internal

2036 External Existing Working Population trips=7000

Proposed additional Working Population Trips = 11000 Combined

11%

12%

13%

12%

1903

2076

560

1430

1990

0% 0

45%

41%

56%

38%

47%

7785

7093

3920

4180

8100

14%

15%

13%

14%

2422

1050

1430

2480

1038

1211

350

770

1120

24%

26%

16%

29%

25%

4152

4498

1120

3190

4310

0% 0

100% 0% 17300 16% of all trips

100%

2026/36 Internal= External =

100% 17300

100% 7000

100% 11000

0% of business trips 100% of business trips

Alan Baxter

104% 18000

Education trips (WITH RAIL)

Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

48%

Trips

3317

Trips

138

% Trips

0% 0

Pedestrians

Cyclists

Motorcycle

26%

16%

10%

Trips

1797

1078

719

17%

10%

Trips

1175

705

470

Car Driver

Car Passenger

Trips

484

290

193

Trips

% Trips

0% 0

Bus

Rail

Other (WSP)

Measures proposed

• School catchment areas unlikely to require students to travel by rail

100% 80% 20% 6910 Existing Trips= 6910 Future existing trips= 6219 (ASSUMPTION = 10% of population will disappear with MoD Education leaving) = Proposed Trips = 5588 2007 Resi Education = Total Trips = 11807 Internal= 80% of education trips External= 20% of education trips

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

Existing Education trips=6910

Proposed element Education trips = 5588

Combined

52%

54%

52%

53%

56%

6140

6376

3593

2962

6555

10%

12%

13%

10%

1181

1417

484

726

1210

0% 0

13%

10%

1063

354

708

590

472

118

898

224

1122

472

118

354

472

354

118

346

168

513

16%

13%

15%

10%

15%

17%

1889

1535

472

1771

1181

590

1037

950

1986

10%

1063

1181

553

559

1112

0% 0

100% 11807

79%

11% of all trips 13% of all trips

22%

2026/36 Internal= External=

100% 11807

83% 9800

17% 2007

100% 6910

100% 5588

Appendix B

Existing Modal Split (2007-

106% 12498

90% of education trips 10% of education trips

90% % of population staying

Alan Baxter

Whitehill Bordon Transport Strategy / March 2010

Shopping trips (WITH RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

15%

Trips

1675

Pedestrians

Trips

223

% Trips

0% 0

65%

30%

35%

Trips

7259

3323

3936

12%

Trips

1340

614

727

Cyclists

Motorcycle

Car Driver

Appendix B

Car Passenger

Trips

670

307

363

Trips

% Trips

0% 0

Bus

Rail

Other (WSP)

100%

55%

Measures proposed

45%

Existing Trips = 11168 Future existing trips= 10051 (ASSUMPTION = 10% of population will disappear with MoD Shopping leaving) = Proposed Trips= 6877 2007 Resi Shopping = Total Trips = 16928 Internal= 55% of shopping trips External= 45% of shopping trips

Whitehill Bordon Transport Strategy / March 2010

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

19%

22%

18%

20%

3216

3724

2010

1375

3386

1016

1354

558

481

1040

0% 0

42%

12%

30%

35%

27%

49%

30%

45%

7110

2031

5078

5925

1354

4571

5472

2063

7535

10%

1524

508

1016

1185

508

677

1117

550

1667

12%

10%

14%

17%

13%

2031

1693

339

2370

1185

1005

1169

2174

12%

14%

18%

13%

2031

2370

1016

1354

1005

1238

2243

0% 0

100%

50%

16% of all trips 19% of all trips

50%

2026/36 Internal= External=

100%

54% 9141

Existing Shopping trips=11168

46% 7787

100%

Proposed element Shopping trips = 6877 Combined

100%

107%

60% of shopping trips 40% of shopping trips

Alan Baxter

Leisure/Personal trips (WITH RAIL)

Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

28%

Trips

4994

Trips

357

% Trips

0% 0

50%

18%

32%

Trips

8917

3185

5732

• Green loop & grid • Direct, attractive and safe walking routes from residential areas • Market the health aspects of walking • Leisure facilities conveniently located near residential zones

Pedestrians

Cyclists

Motorcycle

Car Driver

17%

11%

Trips

3032

1083

1949

• Limited parking in town centre and at leisure facilities • Traffic management and route design to make car route less attractive • Direct routes for public transport, walking and cycling routes to leisure facilities

Car Passenger

Trips

535

191

344

% Trips % Trips

0% 0 0% 0

Bus

Rail Other (WSP) Existing Trips = Future existing trips= Proposed Trips = Total Trips =

Alan Baxter

100%

55%

Measures proposed

45%

17834 16051 (ASSUMPTION = 10% of population will disappear with MoD Leisure leaving) = 19311 2007 Resi Leisure = 35362 Internal= 55% of leisure trips External= 45% of leisure trips

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

33%

35%

31%

35%

11669

12377

5529

6759

12287

13%

15%

16%

13%

4597

2829

1768

5304

3183

2122

1605

3090

4695

0% 0

23%

19%

18%

14%

32%

15%

24%

8133

1414

6719

6365

1414

4951

5707

2897

8604

12%

15%

12%

4243

1414

2829

3183

1414

1768

2675

1738

4413

10%

11%

2829

3536

3183

354

892

2124

3016

11% 3890 0% 0

0% 0 0% 0

11% 3890

13% 4597 0% 0

0% 0 0% 0

13% 4597 0% 0

8% 1427 0% 0

14% 2704 0% 0

12% 4130 0% 0

100%

57%

33% of all trips 39% of all trips

0 43%

2026/36 Internal= External=

100%

61% 21571

39% 13791

Existing Leisure trips=17834

100%

Proposed element leisure trips = 19311 Combined

100%

Appendix B

Existing Modal Split (2007-

105%

60% of leisure trips 40% of leisure trips

Whitehill Bordon Transport Strategy / March 2010

Total Resi trips (WITH RAIL) Existing Modal Split (2007Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Measures proposed

Works at home

2026 Target Modal Split

2026 Internal

2036 Target Modal Split

2036 Internal

2707

2977

1272

1530

2803

28%

30%

26%

29%

25085

27078

14066

12415

26481

11%

13%

14%

11%

10041

6920

3121

11865

8390

3475

4444

5860

10304

27%

22%

17%

36%

17%

29%

24967

4883

20084

19918

4324

15594

19105

7282

26387

10%

8134

3123

5011

6193

3089

3105

5413

3452

8865

10%

11%

7832

6869

1082

9030

5819

3212

3452

4772

8224

14%

15%

14%

11%

18%

15%

12397

14102

1016

13087

5816

7640

13456

0% 0

2026 External

2036 External Total Existing Trips=53568

Total Proposed element trips =42952 Combined

High speed broadband Trips

1272

24%

Trips

12708

Trips

1230

Trips

Pedestrians

Cyclists

Motorcycle

54%

16%

38%

Trips

29156

8548

20608

Appendix B

Car Driver

13%

Trips

7019

2675

4344

Car Passenger

Trips

2024

812

1212

Trips

159

146

% Trips

0% 0

Bus

Rail

Other

Total Exisiting trips= Future existing trips= Total Proposed trips= Total trips=

100% 51% 49% 53568 27258 26310 53568 48211 (ASSUMPTION = 10% of population will disappear with MoD leaving) 42952 91163

Whitehill Bordon Transport Strategy / March 2010

100% 91163

54% 49586

46% 41695

100% 91163

58% 52691

42% 38472

100% 53568

100% 42952

106% 96520

Alan Baxter

T:\1535\1535-001\Calculations\Copy of WHB Proposed Modal Splits internal-external-revised (wt rail).xls

TOTAL TRIPS All Movement (WITH RAIL) Existing Modal Split (2007-Census 2001 and TEMPRO 5.3)

2007 Internal

2007 External

Works at home

Measures proposed

2026 Target Modal Split

2026 Internal

2026 External

2036 Target Modal Split

2036 Internal

2036 External

Total Existing Trips=60568

Total Proposed element trips =53952

Combined

2707

2977

1209

1616

2825

23%

25%

22%

24%

25085

27078

13368

13107

26475

11%

13%

14%

11%

11944

6920

5024

13941

8390

5551

4996

7305

12301

30%

26%

24.9%

21%

39%

20%

32%

32752

4883

27869

27011

4324

22687

23566

10958

34524

10%

11%

10%

10556

3123

7433

8615

3089

5527

6593

4763

11356

10%

8870

6869

2120

10241

5819

4423

3764

5640

9404

15%

17%

16%

12%

20%

16%

16549

18600

1016

17585

7073

10562

17635

0% 0

High speed broadband Trips

1209

20%

Trips

12077

Pedestrians

Trips

1459

1169

290

Trips

Cyclists

58%

13%

45%

Trips

35339

8124

27216

13%

Trips

7829

2542

5288

Car Driver

Car Passenger

Trips

2310

772

1538

Trips

344

332

% Trips

0% 0

Bus

Rail

Other

Total Exisiting trips= Future existing trips= Total Proposed trips= Total trips=

Alan Baxter

100% 43% 57% 60568 25905 34663 60568 54511 (ASSUMPTION = 10% of population will disappear with MoD leaving) 53952 108463

100% 108463

46% 49586

54% 58995

100% 108463

49% 52691

51% 55772

100% 60568

100% 53952

Appendix B

Motorcycle

106% 114520

Whitehill Bordon Transport Strategy / March 2010

Appendix B

   

100

                                                                                                             

Whitehill Bordon Transport Strategy / March 2010

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Appendix B

                              •    •  •     

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Appendix C

Appendix C Forecast Background Traffic Growth

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Appendix C - Forecast background traffic growth A factor from TEMPRO Version 5 was applied by WSP to National Road Traffic Forecasts (NRTF) to provide an estimate of traffic growth. This indicates an annual traffic growth factor of 1.052. This is applicable to through traffic only and corresponds to an increase of 800 vehicles through traffic on the A325 by 2026. The A3 Hindhead scheme is also expected to have an influence on traffic flows on the A325. This is expected to result in an average decrease in traffic flows of 8% as shown in the table below. SUMMARY OF TRAFFIC FLOW IMPACTS ON A325 OF HINDHEAD TUNNEL

A325 10200 South A325 19220 North Difference South of A325 with and without Hindhead Tunnel Difference North of A325 with and without Hindhead Tunnel

% Increase in AADT Flow from Baseline 2002 2009 (High 2012 (Mid 2024 (High 2027 (Mid Growth) Growth) Growth) Growth) with with without without with with without without tunnel tunnel tunnel tunnel tunnel tunnel tunnel tunnel 20%

31%

17%

26%

51%

65%

37%

48%

10%

12%

18%

10%

13%

Average

11%

14%

10%

11%

Average

Appendix C

2002 Baseline AADT Flow

Source: Modelling results received from Highways Agency by email 19-3-09

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Alan Baxter Prepared by Annabel Precious & Lucy McCarthy Reviewed by Malcolm Turner & Indy Kongar Issued Draft - September 2009. Final - December 2009 Revised final - February 2010 & March 2010 T:\1535-01\1535-01 Transport Strategy

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