Totton Railway Station Travel Plan

A Better Connected South Hampshire

Hampshire County Council

March 2013

Totton Railway Station Travel Plan

A Better Connected South Hampshire

Hampshire County Council

March 2013

This Station Travel Plan was developed by a partnership of Hampshire County Council, South West Trains, Network Rail and Stagecoach Bus.

Contents 1 Executive Summary 5 1.1 Introduction 5 1.2 The Travel Plan Process 5 1.3 Survey and Workshop Results 5 1.4 Aims, Objectives and Actions 7 1.5 Monitoring 7 2 Introduction 8 2.1 A Better Connected South Hampshire 8 2.2 This Document 8 3 Policy Background 9 3.1 Travel Planning 9 3.2 Station Travel Planning 9 3.3 Local Policy 10 4 The Travel Plan Process 13 5 Station Characteristics 14 5.1 Station Location 14 5.2 Use of the station 14 5.3 Station Access and Facilities 15 5.4 Planned Schemes 24 6 Survey and Workshop Results 25 6.1 Station Usage 25 6.2 Passenger Survey 25 6.3 Stakeholder Workshop 33 7 Key Issues 36 7.1 Link between Totton and the station 36 7.2 Cycling in Totton 36 7.3 Crossing of Commercial Road 37 7.4 Step-free access 37 7.5 Station facilities 37 8 Objectives and Aims 38 8.1 Objectives 38 8.2 Specific Aims 38 9 Action Plan 40

10 Monitoring and Reviewing the plan 49 10.1 Monitoring 49 10.2 Review 49

Appendices

Appendix A Surrounding Area

Appendix B Passenger Survey

Appendix C Station User Origins by Mode

1 Executive Summary

1.1 Introduction As part of the “Better Connected South Hampshire” project, Halcrow is working with Hampshire County Council to produce Station Travel Plans for several railway stations in the project area. This document is the Station Travel Plan for Totton Station. A station travel plan is a strategy for managing access to a railway station, usually with a view to improving access to the station by sustainable modes of transport; particularly walking, cycling, bus and car share. The travel plan looks not only at the facilities at the station itself, but also the approaches to the station, and routes between the station and key local destinations such as shopping centres or civic buildings.

1.2 The Travel Plan Process The station travel plan aims to bring together all the necessary parties involved in the operation of the station to agree on the actions required. A steering group was established to lead the production of the document, and take forward the actions agreed. The steering group involved; o Hampshire County Council; o New Forest District Council; o South West Trains; o Blue Star Buses; o Three Rivers Community Rail Partnership; o Network Rail. In order to produce a travel plan that serves the needs of Totton station, consultation was undertaken with stakeholders via an evening workshop, held on 30th January 2013, and a survey of station users undertaken on 22nd January 2013. A site audit was also undertaken to understand the current provision of facilities at the station, and quality of local access and interchange.

1.3 Survey and Workshop Results Approximately 300 surveys were distributed to passengers entering Totton station between 6.30am and 1pm on the day of the survey. The survey was also hosted online. In total, 77 responses were received – 56 by post, and 21 online.

The survey found that 75% of respondents entering the station did so on their way to or from work, with 8% of users travelling to education, and 8% travelling for leisure or shopping. Figure 1.1 shows the main mode of transport by survey respondents used to access the station. The largest proportion, 44% of station users, walked to the station. 20% accessed the station by car, either shared or driven alone and parked, and 17% are dropped off by car. 12% of users cycle to the station. Interchange from bus is low, at 4% of the total, and taxi use makes up just 1% of trips. The survey results suggest that there is limited incentive to interchange from the bus to the train at Totton, given its proximity to the better served Southampton Central station. The proportion accessing the station on foot or by cycle is relatively high.

Main Mode of Access

1% 1% 4%

Walked 17% Cycled Car (drove alone) Car shared Car – Dropped off 44% Bus/Coach Taxi 3% Other

17%

12%

Figure 1.1 - Main mode of access used to access Totton Station The workshop asked participants to identify the biggest issues in accessing the station by sustainable modes of transport, and to suggest potential improvements for pedestrians, cyclists and public transport users accessing the station. The greatest priorities identified by the workshop were; o New path from level crossing to station for pedestrians and cycles; o Safe crossing of Commercial Road; o Lower speed limit; o Improved step-free access across platforms;

1.4 Aims, Objectives and Actions The steering group considered the outcomes of the survey and the workshop, and agreed the overall objectives for the travel plan to be to; 1. Improve ambience of the station for all users; 2. Improve approaches to the station for all users; 3. Improve facilities for cyclists at the station; 4. Improve accessibility within the station; 5. Improve links between the station and the town centre; To enable the success of the travel plan to be measured, a series of SMART (Specific, Measurable, Achievable, Realistic and Time-bound) aims were also agreed; 1. Increase the number of people using the station; 2. Increase the proportion of AM users walking to the station from 44% to 50% (+23 passengers per day); 3. Increase the proportion of AM users cycling to the station from 12% to 16% (+15); 4. Increase proportion of AM users taking the bus to the station from 4% to 6% (+8); 5. Increase proportion of AM users car sharing to the station from 3% to 5% (+8); 6. Improve the satisfaction of people using sustainable modes to travel to the station. Achievement of the above aims would deliver a reduction in car travel to the station (i.e. station users driving alone or being dropped off) from 34% to 22%. A series of actions has been proposed and inserted into an action plan, contained in section 9 of this report. These actions, a mixture of more ambitious long-term, and simpler short term proposals will be driven forward by the travel plan steering group to improve access to Totton station for local users.

1.5 Monitoring Success against the travel plan aims will be measured by a repeat survey, to be undertaken in January 2015 on a weekday between 6:30am and 1pm. The travel plan will be a ‘living’ document, which will be regularly updated and refreshed as actions are completed and new actions required. An annual meeting of the steering group to review progress is recommended, to be led by HCC.

2 Introduction

2.1 A Better Connected South Hampshire In December 2011, Hampshire County Council (HCC) and Transport for South Hampshire (TfSH) successfully bid to the Department for Transport Local Sustainable Transport Fund (LSTF) to deliver the “Better Connected South Hampshire” project. The project aims are to; o Support sustainable economic growth within the urban South Hampshire area (including Portsmouth and Southampton); o Reduce carbon emissions; and o Improve local air quality. The project will achieve these aims by delivering three main components; o Delivering physical improvements along the main travel to work corridors into Southampton, Portsmouth and Gosport/Fareham, to include cycle access improvements in Totton town centre and pedestrian/public realm improvements to the north and south of the railway station; o Integrating public transport through a Smartcard Ticketing system; and o A targeted marketing campaign to achieve more sustainable travel behaviour. This station travel plan forms part of the third component, and looks at ways of improving access to Totton Station by sustainable modes of transport. The travel plan is designed to complement other schemes introduced by the “Better Connected South Hampshire” project.

2.2 This Document This document is the travel plan for Totton railway station. It aims to build on the actions proposed in the New Forest Transport Statement (NFTS), and other documents discussed in section 3.3.

3 Policy Background

3.1 Travel Planning Travel plans are documents that are intended to manage travel to and from key facilities and destinations, and aim to encourage the use of sustainable transport modes. Travel plans are now commonplace in many workplaces, schools, hospitals and residential developments. The Department for Transport (DfT) defines a travel plan generally, as: “A strategy for managing the travel generated by your organisation, with the aim of reducing its environmental impact, typically involving support for walking, cycling, public transport and car sharing.” The definition – while broad – encompasses the aim of all travel plans, including station travel plans.

3.2 Station Travel Planning In recent years, the rail industry has started to adopt travel planning for stations as a means of improving access to them, and particularly managing travel to stations where car parking is a problem. Station travel plans have a slightly different focus to most site-based plans, as the station itself is not the trip end. The fact that travel by rail itself should be encouraged, rather than discouraged means that the objectives and measures in station travel plans should look at more efficient station access as a priority. The Association of Train Operating Companies (ATOC) is running a pilot programme of station travel plans covering 26 stations of varying sizes around England. An evaluation of the pilot schemes has been undertaken by the Rail Safety and Standards Board (RSSB). This was published in July 2012 and provides recommendations on the implementation of station travel plans, and guidance on the sorts of measures that are effective. Other station travel plan schemes have been included in rail franchise agreements. For example, Go-Ahead (trading as Southern) included a commitment to producing station travel plans for 30 stations on the network as part of their successful franchise bid to operate South Central trains in 2009. Network Rail has demonstrated support for station travel planning by introducing travel plans for all their managed stations nationwide – typically large mainline terminals. The process for producing these plans was started in 2011, with most plans due to be implemented in 2013. Lessons from station travel plans elsewhere have been taken on board in the production of this document.

3.3 Local Policy A station travel plan is linked to local transport and planning policy, and addresses access to the station, so it is important to review what is contained in local planning documents to ensure that the travel plan fits with existing plans. Local Transport Plan The Hampshire Local Transport Plan 3, 2011 – 2031 (LTP3) was approved in February 2011, and outlines the overarching transport strategy for Hampshire over the next 20 years. LTP3 covers all aspects of transport in Hampshire, and contains a series of 14 policy objectives for the next 20 years. The following LTP3 objectives can be considered relevant to the development of the station travel plan: o Policy Objective 2: Work with district authorities to agree coherent policy approaches to parking, including supporting targeted investment in ‘park and ride’ to provide an efficient and environmentally sustainable alternative means of access to town centres, with small-scale or informal park and ride arrangements being considered as well as major schemes; o Policy Objective 3: Promote, where they are stable and serve our other transport priorities, the installation of new transport technologies, including navigational aids, e-ticketing and smartcards, delivery of public transport information over the internet and on the move, and electric vehicle charging points; o Policy Objective 4: Work with bus and coach operators to grow bus travel, seek to remove barriers that prevent some people using buses where affordable and practical, and reduce dependence on the private car for journeys on inter- and intra- urban corridors; o Policy Objective 6: Work with rail industry partners and Community Rail Partnerships to deliver priorities for long-term rail investment; including improved parking and access facilities at railway stations, movement of more freight by rail, upgrades of existing routes and stations and (where viable) new or re- opened stations or rail links; o Policy Objective 8: Improve co-ordination and integration between transport modes through better local interchanges, for example at rail stations; o Policy Objective 10: Contribute to achieving local targets for improving air quality and national carbon targets through transport measures, where possible and affordable; o Policy Objective 11: Reduce the need to travel through encouragement of a high-speed broadband network, supporting

the local delivery of services and in urban areas the application of ‘Smarter Choices’ initiatives; o Policy Objective 12: Invest in sustainable transport measures, including walking and cycling infrastructure, principally in urban areas, to provide a healthy alternative to the car for local short journeys to work, local services or schools; and work with health authorities to ensure that transport policy supports local ambitions for health and well-being. The LTP3 is focused on the delivery of schemes that support economic growth, as well as maximising the efficiency of existing networks.

New Forest Transport Statement (NFTS) HCC, in conjunction with New Forest District Council and the New Forest National Park Authority, has developed a Transport Statement which sets out the transport strategy and priorities for the area. The statement covers the New Forest District Council and National Park areas, including Totton. The statement was adopted in September 2012 and looks at the period up to 2026. In order to stimulate economic growth, the Transport Statement is linked to current economic priorities, including those being developed by the Enterprise M3 Local Enterprise Partnership. It also builds on existing transport related documents covering the District and National Park, most notably the Hampshire Local Transport Plan 3 and the Local Development Frameworks developed by the New Forest District Council and the New Forest National Park Authority. Four objectives are identified in the Transport Statement; 1. Promote economic growth by providing a well-maintained, safe and efficient highway network; 2. Improve access to jobs, facilities and services by all types of transport; 3. Facilitate and enable new developments to come forward; 4. Reduce carbon emissions and minimise the impacts of transport on the environment. The station travel plan has particular links with objectives 2 and 4 of the Transport Statement, and contains information on various funding sources for measures. The NFTS covers the entire New Forest area, but contains several specific actions that directly affect Totton station. These actions are categorised as Strategic Improvements – usually longer term or larger schemes, or Local Improvements – usually shorter term or small schemes. Actions are assigned an indicative priority, from short term

(within 5 years), to medium term (within 10 years), and long term (more than 10 years). Schemes identified in the Transport Statement which affect the station are: Strategic Transport Improvements  HY/MA/TE/T/A - Reinstatement of Waterside Passenger Rail Line connecting Fawley, Marchwood Hythe and Totton (Long Term); Local Access Improvements – New Forest District Council area  TE/T/02 - Rumbridge Street to A336/Ringwood Road (via Brokenford Lane) on and adjacent to road and upgrade Brokenford Lane Railway footbridge to assist cyclists (Medium to Long Term);  TE/T/03 - Eling Lane to Library Road (via Junction Road): on road cycle route and link to Testwood Lane - dismount section at A36 (Long Term);  TE/T/23 - Totton Railway Station Improvements; Including raised kerbs, box markings, litter bins, replacement surfacing, dropped kerbs, new footway, seating, electronic and real time information, interchange layout information (Short to Medium Term);  TE/T/40 - Improved crossing point on A36 between its junction with Station Road North and Redbridge Causeway to assist pedestrians and cyclists (Long Term);  TE/T/52 - Controlled crossing on Commercial Road near junction with Station Road North (Long Term);  TE/T/70 - Provision of a section of bus lane on Commercial Road, Totton; to the east of the Red Lion public house site to the Redbridge Causeway. (Completed);  TE/T/71 - Provision of Real Time Passenger Information for bus services in Totton and Eling. (Long Term).

4 The Travel Plan Process In order to produce a robust station travel plan that addresses the needs of Totton station users, this travel plan was produced in engagement with local stakeholders and station users. Steering Group A key feature of a station travel plan is the involvement of all those with a stake in station operation. For this reason, a travel plan steering group was established, involving representatives from Hampshire County Council, New Forest District Council, South West Trains, Blue Star Buses and the Three Rivers Community Rail Partnership. Network Rail was unable to attend, but has provided input to the travel plan process through other steering group members. The role of the steering group is to agree the actions of the station travel plan based on responses from the survey and stakeholder workshop, and take them forward for completion. The steering group will maintain the travel plan as a ‘living’ document. Survey A station survey was undertaken on 22nd January 2013 to establish the travel patterns of people entering the station. The survey is designed to understand how people travel to the station, and their motivation for travelling the way they do. As well as establishing statistics for people using the station, the open questions in the survey allowed passengers to provide feedback on how access to the station works currently, and suggest any areas for improvement that would encourage use of sustainable modes of transport. The survey results were used to inform appropriate objectives and measures, and have been considered by the steering group when producing the action plan. The results of the survey are summarised in section 6. Stakeholder Workshop A stakeholder workshop was held on 30th January at Totton Civic Centre. Local Town, District and County Councillors, along with local interest groups, were invited to attend the meeting, at which the attendees were asked to discuss their priorities for improving access to the station by sustainable modes of transport. The outcomes of the stakeholder workshop are included in section 6.3. The results of the survey and stakeholder engagement process have been used to establish a series of aims and objectives for the travel plan, with a programme of measures designed to help achieve them.

5 Station Characteristics As part of the station travel plan process, a site audit was undertaken to understand the facilities currently available at the station.

5.1 Station Location The town of Totton is situated on the eastern edge of the New Forest, close to the city of Southampton. At a population of around 28,000, the town is one of the largest settlements in the New Forest. Totton station is situated approximately 500m east of the town centre. The station has two entrances, with the main entrance being accessed from the A36 Commercial Road via Station Road North. The secondary entrance is accessed from the A35 Totton bypass via High Street and Station Road South. The location of the station provides easy access to the M271 (and M27) and to Southampton via the A35 to the east. The station is shown in photo 5.1, and a map of the area showing the station in context is shown in appendix A.

Photo 5.1 - Totton station taken from Station Road North, showing the ticket office on the right hand side.

5.2 Use of the station According to the Office of Rail Regulation (ORR), station entries at Totton numbered just over 150,000 in the year 2010-11. 45% of these station entries were made using season tickets – a good indication of the proportion of commuters using the station.

The station is on the South-Western Main Line to Southampton, Bournemouth, Poole and London Waterloo. The approximate off peak frequency is one train per hour to; o Poole; o London Waterloo (via Southampton). Additional trains operate in the peak, with a half-hourly service in each direction before 9am. A clear peak direction is evident at the station, with the London/Southampton-bound trains much busier in the morning peak.

5.3 Station Access and Facilities The station is staffed only during the weekday morning peak, from 5.40am until 10am. The ticket office is open only during these hours. After 10am, ticket sales are via a ticket vending machine on platform 1. There is a small waiting room with seating in the station building on platform 1, but this is locked when station staff leave at 10am. Sheltered seating is available on both platforms throughout the day. The station also has CCTV coverage, and help points on both platforms. The station has step-free access to platform 1, but access to platform 2 is either via the bridge, which has no lift facility, or via Station Road South, which is via two short flights of steps. This makes access difficult for passengers with mobility difficulties, buggies, luggage or cycles. Anecdotal evidence suggests that passengers bound for Poole who are unable to use steps are forced to travel up to Southampton in order to catch a train back through Totton, simply to use the accessible lift facilities at Southampton. Photos 5.2 and 5.3 show the steps from platform 2 to Station Road South.

Photo 5.2 - Access from Platform 2 to Station Road South

Photo 5.3 - Steps from Station Road South to platform 2.

Car Parking and Drop Off Limited car parking is available in the station car park, situated off Station Road North. The car park is operated by South West Trains, and has 11 spaces (including 1 disabled). This car park is generally full during the day. It costs £3.50 per day to park at the station on weekdays. The car park is free at the weekend. An annual season ticket is available for £550. Additional pay and display parking is available on Winsor Road (approximately 70 spaces), and at Elingfields, adjacent to High Street (approximately 70 spaces), both of which are with 5 minutes walk from the station. These are not intended as station parking however, as both are unsigned and primarily for town centre parking. Charges are currently; o 80p for an hour; o £1.50 for two hours; o £5 for 20 hours. Council car parks use a ‘parking clock’ system to enforce the maximum stay limit. At the time of the site visit, around midday on a weekday; Elingfields car park was approximately 40% full, and Winsor Road car park was around 90% full. On-street parking is available nearby, and while Station Road North and South have residents permit restrictions, there is evidence of informal parking on several surrounding streets. Most informal station drop-off takes place on the roundabout at the end of Station Road North, although station observations show drop-offs all over on Station Road North, Station Road South, and High Street. Station Road North and South operate a residents parking scheme (Mon-Sat, 8am to 6pm), but a 20 minutes limited waiting restriction allows for drop-off. There is no designated kiss and ride point.

Bus Services The nearest bus stops are on Commercial Road, to the north east and northwest of the station. They are not visible nor signed from the station, but are shown on the National Rail Enquiries (NRE) Onward Connections map, and can be seen from the top of Station Road North. The local stops are called ‘Totton Rail Station’ and have an Interchange logo on the bus stop flag. Bus stops near the station are not well used, but stops in Totton town centre are used more heavily. Photos 5.4 and 5.5 show the eastbound and westbound bus stops on Commercial Road.

Photo 5.4 - Totton Station bus stop on Commercial Road, looking eastbound towards Totton

Photo 5.5 - Totton Station bus stop on Commercial Road, looking westbound towards Southampton The local bus stops are served by several routes, but generally with a low frequency; o 6 – Lymington, Brockenhurst, Lyndhurst, Totton, Southampton (hourly);

o 8 – Hythe, Dibden, Marchwood, Pooksgreen, Rushington, Totton, Southampton (every 30 minutes); o 10 – Totton, Shirley, General Hospital, Upper Shirley, Southampton (hourly); o 11 – Cadnam, Totton, Southampton (every 20 minutes); o 12 – Calmore, Totton, Southampton (every 20 minutes); o X7 – Salisbury, Alderbury, Whadden, Whiteparish, Landford, Plaitford, West Wellow, Wigley, Calmore, Totton, Milbrook, Southampton (hourly). All routes listed are operated by Blue Star Buses, with the exception of the 10 – operated by First, and the X7, operated by Wilts & Dorset Buses. Observations showed that vehicles are generally in good condition, with step-free access. Several Blue Star vehicles advertise free wifi access on board. The local bus stops both have shelters. The shelters are in reasonable condition, although one shelter had a small glass panel missing. The eastbound shelter has a seat, but the westbound shelter does not. Both stops have clear timetable information, with schematic maps for some key services. There is no whole network map. The eastbound bus stop is reached by crossing Commercial Road, which is a locally important road into Totton. Sight lines are poor for people crossing to the west of Station Road North. There is a controlled crossing further west, but this does not correspond with pedestrian desire lines for the railway station. Taxis There is no dedicated taxi rank at the station, but a taxi was occasionally observed waiting outside the station during the course of the audit. Informal taxi pick up and drop off takes place on the Station Road North roundabout. There is no freephone number for taxis available, but the Totton Station Information board has two taxi numbers. The NRE Onward Travel Info board, which is in a more obvious position, has no taxi numbers, but the web address for traintaxi. Cycle Facilities Cycle parking is available on platform – there are eight Sheffield stands on platform 1 (shown in photo 5.6), and two on platform 2. There are four secure lockers on platform 1. Parking on platform 1 is easily reached by an adjacent gate from the car park, but cycles cannot be taken to platform 2 without carrying them up and down steps. The platform 1 parking is sheltered and covered by dedicated CCTV and lighting. The lockers are secure, and are also covered by CCTV. The stands and shelter are in reasonable condition – functional, rather

than high quality. On platform 2, parking is not sheltered. There is some CCTV coverage from platform cameras, but the waiting shelter blocks the view of the stands. Observations show that the cycle parking on platform 1 was approximately 50% occupied by mid-morning, in comparison to 25% occupied on platform 2. Given the time of year and cold weather at the time of the site audit, it may be expected that more cycles may be parked during the summer months.

Photo 5.6 - Cycle parking on platform 1. Note the secure lockers in the background. There was much evidence of cycles being taken on and off trains, therefore the number of parked cycles is perhaps not a true reflection of the numbers cycling to the station. The local area is very flat and suitable for cycling. However, traffic volumes and the lack of on street provision make cycling less attractive than it could be. There was much evidence in the town centre of utility cycling – surprising given the cold weather. The presence of three local cycle shops in a small town suggest a higher than average use of cycles. The only cycle paths near the station are alongside the bypass, where National Cycle Route 236 has an off street cycle path on the south side of the road. There is evidence that the pavement on the other side of the street is used as informal shared use. Cyclists bound for Totton station from the direction of Southampton cannot turn right off NCN 236 due to dual carriageways and central reservations. Cyclists can continue on to Eling Lane, where a ramp peels off. Provision north of the station is limited, with the off-street route alongside Commercial Road coming to an abrupt end, with no dropped kerb, traffic warning sign, or continuous on-road lane.

There is no cycle signage to the station at all. Other areas are signed, but with no clear signage strategy. Totton Town Centre is not signed from the station. Pedestrian Access The station is around 500m from the town centre, and the main links between the two are via Commercial Road to the north or High Street to the south. The local geography means that there is little demand for pedestrian access from the east. To the south of the station, the pavements on High Street are generally in poor condition, often narrow, and occasionally non-existent on the north side – see photo 5.7. Pavements are much wider on the south side, but their width varies, and their condition remains poor. Dropped kerbs are not consistent, and do not always have opposite kerbs – especially on the access road to Eling Wharf, making the journey potentially difficult for people with restricted mobility. Between Station Road South and the A35, the footpath is of low quality – although footfall from this direction is limited.

Photo 5.7 - High Street, looking west. Note the narrow footway, especially on the right of the picture. The pedestrian route to the town centre is along the busy Commercial Road, but pavements are generally in reasonable condition and lighting is adequate. During the site visit, several delivery vehicles were observed stopping on the footway to access local premises. Pedestrian access to the small retail park on Commercial Road is poor; there is no footway on one side of the access road. Once in the town

centre, there is a signalised crossing over Commercial Road to the pedestrianised Totton shopping precinct – shown in photo 5.8.

Photo 5.8 - Pedestrian crossing of Commercial Road in Totton town centre. No off-street pedestrian routes directly access the station, but a path along the north side of the tracks from near the Junction Road level crossing links to the end of Mill Road. This path is unlit and not well overlooked, but is potentially useful for pedestrians coming to the station from the west. Photo 5.9 shows the current path from Junction Road, while figure 5.1 shows the Network Rail land ownership between the level crossing and the station, confirming that the path is on Network Rail land.

Photo 5.9 - Existing path alongside railway, looking east from Junction Road

Figure 5.1 - Network Rail land ownership between Totton Station and Junction Road level crossing. Pedestrian signage to the station is limited. The National Rail signs on Station Road North and South are not easily visible from High Street or Commercial Road, and there is little indication from the town centre as to the location of the station.

5.4 Planned Schemes A pedestrian wayfinding strategy for Totton town centre is being developed by HCC during 2013. Funded through the LSTF, the strategy aims; o To enhance the overall legibility of Totton town centre; o To raise the awareness of the local attractions, facilities and services within Totton; o To improve the connectivity between the rail station and town centre; o To improve connectivity between the town centre and Rumbridge Street/ High Street; o To improve the connectivity between the town centre car parks and the town centre; o To focus wayfinding improvements on the provision of a comprehensive finger post network, to be installed in early 2014. The railway station is considered a ‘primary location’ within the wayfinding project; and actions in this travel plan are proposed to link strongly to the wayfinding work, to ensure that the station is fully integrated into the strategy. Other LSTF funding is being used to introduce cycle facilities on the Library Link Road in the town centre, as well as improved pedestrian access to the north and south of the railway station. In addition, LTP3 funding is being used for a feasibility study investigating accessibility improvements in the vicinity of the World Stores Roundabout, including central crossing facilities and urban realm improvements.

6 Survey and Workshop Results In order to establish appropriate objectives and measures for the travel plan at Totton, a passenger survey and a stakeholder workshop were carried out in January 2013. The results of each engagement exercise are summarised here.

6.1 Station Usage Using the ORR station usage data for the year 2010/11 identified in section 5.2 of this report, annual season ticket and full price entries to the station numbered 115,247. This approximately represents the number of people travelling before 10am. As the data is compiled from ticket sales, there is usually an over-estimation of the peak flow, accounting for people with full price tickets travelling off-peak. Factoring this number to a daily rate is an inexact science, but 1/300 of the annual flow represents an industry standard estimation of the daily number of station users. Applied to the full price and season ticket entries, this equates to around 384 AM station users at Totton. This number represents an approximation, but is useful as a checking mechanism when looking at percentage splits for the travel plan.

6.2 Passenger Survey The survey was based on a similar survey undertaken by ATOC as part of the Station Travel Plan pilot scheme. The survey used is shown in appendix B. Paper surveys were distributed to people entering the station between the hours of 6.30am and 1pm. The hours of the survey were agreed with HCC, and were aimed to capture the maximum number of commuters entering the station. The survey was also hosted online, and was promoted by the South West Trains and Hants Connect twitter feeds. Posters informing passengers about the survey, along with a web link, and QR code linking to the online survey were displayed on the station. Approximately 300 surveys were distributed to passengers entering the station. The relatively low train frequency at Totton meant that survey staff were able to offer a survey to almost every passenger entering the station. A prize draw was offered for those surveys returned by the survey deadline to encourage people to respond. In total, 77 responses were received – 56 by post, and 21 online. The results discussed below should be interpreted with this relatively small sample in mind. Where possible, the survey findings have been supported by observations made during the site audit or from other sources.

Summary of Results The survey showed that the sample picked up a reasonably balanced gender split, with 48% male, 45% female, and 6% not stated. The age range of the sample is heavily weighted towards the economically active age range, with 92% of the sample aged between 16 and 64. No under 16s provided a survey response. The age spread is shown in figure 6.1.

Age Range

15 Frequency 10

0 Under 16 16-24 25-34 35-44 45-54 55-64 65+ Age

Figure 6.1 - Respondent Age Range The survey found that 75% of survey respondents were travelling to or from work – the results are shown in figure 6.2. This is corroborated by on-site observations during the survey distribution, which showed large numbers of commuters arriving for particular trains in the morning peak. The vast majority of station entrants in the morning peak travel in the direction of Southampton. Commuters are likely to have quite entrenched travel habits – a strong commuter profile like the one at Totton means that the travel patterns are likely to be similar most weekdays. Other trip purposes make up a very small proportion of the total, with education and leisure trips making up the largest proportion of the remaining 25%.

Trip Purpose

5% 1% 7% Commuting to/from work Company business 8% Personal business 0% Travelling to education 4% Leisure Shopping Other

75%

Figure 6.2 - Purpose of Trip The main mode of access is an important indicator for the travel plan – and will be a key measure when the survey is repeated in two years time. The modes of access used are shown in figure 6.3. Walking is the main mode of access to the station for most people, with 44% of the sample recording this as their main mode of travel. The catchment area of the station is relatively small, with the station’s proximity to Southampton being a major factor. Rail users who are travelling to destinations not served by direct trains from Totton may well choose to go directly to Southampton to avoid a potentially lengthy interchange from the Totton service. Cycling represents 12% of trips to the station. Observations during the survey distribution showed a relatively high number of cyclists, with many taking their bikes on the train with them. The cycle parking facilities at the station are well used, with three of the four secure cycle lockers in use, and over 50% of the stands on platform 1 occupied by late morning. The numbers cycling may be viewed as lower than average, given the time of year. The day of the survey was particularly cold, with snow still lying on the ground in some places. Trips to the station by car represent 37% of the total, with single occupancy car, and drop-off making up most of this. Drop-off trips may be part of a longer trip undertaken by a non-rail user – Totton’s location on a key transport corridor lends itself to this type of trip. Single occupancy car users tend to park away from the station – partly due to the very limited parking at the station itself, and partly due to the fact that free or cheaper parking is available in the council car parks nearby. Of the 20% of survey respondents arriving by car, only 14% actually park at the station itself.

Access by other modes is low, with 4% accessing by bus, and 1% by taxi or other modes. The low train frequency at Totton and its proximity to the better-served Southampton Central station means that interchange with bus and taxi is limited, as there is little incentive to change onto the train here.

Main Mode of Access

1% 1% 4%

Walked 17% Cycled Car (drove alone) Car shared Car – Dropped off 44% Bus/Coach Taxi 3% Other

17%

12%

Figure 6.3 - Main mode of access A rail user survey was undertaken by HCC’s consultants in 2010, for TfSH’s Evidence Base, which asked respondents for all the modes of transport used to access the station. This survey asked a similar number of respondents (68) for all the modes used to access the station, rather than the main mode which the travel plan survey asked for, but the results are comparable, giving confidence in the results. A higher proportion of the TfSH sample cited walking as an access mode, but this would include activities like walking to a bus stop or from a car park. A comparison of the two datasets, with the travel plan data mapped to the TfSH categories is shown in table 6.1. Travel Plan TfSH* Walk 44% 58% Car (Parked) 20% 17% Car (Drop off) 17% 14% Bus 4% 7% Bicycle/Motorcycle 12% 11% Taxi 1% 1% Other 1% 0% Table 6.1 - Comparison of TfSH and Travel Plan survey data. *TfSH data considers all modes, rather than main mode.

Appendix C shows the geographical distribution of respondents who supplied postcodes, broken down by main mode of access. The data shows that a large proportion of people travelling from within Totton already walk to the station, but several people travelling within the town do drive, or are dropped off – these may be people who would be able to walk or cycle the relatively short distance to the station. Further afield, there are clusters of station users travelling from areas like Marchwood, Dibden and Holbury – most of whom access the station by car. These trips are not feasible on foot, and would be a considerable cycle, particularly for commuters who are pressed for time. For these people, public transport or car sharing options may be the only alternatives available. The reasons for peoples choice of mode is important, as it shows what motivates people to travel the way they currently do, and indicates what factors might be used to encourage people to try alternative modes. Convenience is a primary factor for most people. Particularly for a station as commuter-heavy as Totton, people travelling to work often prioritise convenience for a trip they make daily. Over 30% of people choosing to walk, and over 50% of people who cycle indicate that the health benefits are a reason for their mode choice. Figure 6.4 shows the reasons for people’s mode choice by each mode. Figure 6.5 shows the level of user satisfaction by mode of access. This indicates that apart from bus and taxi users, more than 50% of all users are very or slightly satisfied with their access mode. This statistic will be used in future surveys to gauge the change in satisfaction amongst users who do not change their access mode.

Reason for Mode Choice

100%

90%

80%

70% Cost Convenience 60% Reliability Childcare or other responsibilities 50% Distance Health/Fitness Working hours 40% Personal security Other 30%

20%

10%

0% Walked (33) Cycled (9) Car – no Car shared – Car – Dropped Bus/Coach Taxi (1) Other (1) passengers with off (13) (without using (drove alone) passengers (2) PlusBus) (3) (13)

Figure 6.4 – Reason for mode choice by mode

Satisfaction by Mode

100%

90%

80%

70%

60% Very Satisfied Slightly Satisfied 50% Neutral Slightly Dissatisfied Very Dissatisfied 40%

30%

20%

10%

0% Walked (33) Cycled (9) Car – no Car shared – with Car – Dropped off Bus/Coach Taxi (1) Other (1) passengers (drove passengers (2) (13) (without using alone) (13) PlusBus) (3)

Figure 6.5 - Satisfaction by mode

Comments The survey asked respondents to supply comments on what might improve access to Totton station by sustainable modes of transport. The comments were categorised by a few key themes – indicated in table 6.2 below. Some detail of the comments is also included. Category Responses Key Issues o Waiting room locked off Station Facilities 4 peak – shelters are cold o Station is very isolated Improved Train 4 o Low off-peak frequency Service

Good Service 3 o Generally satisfied o More information on bus Improved Bus Info 3 timetables o Real time bus information o Through Cycle Lanes 3 Totton/Ringwood Road o On approaches to station Lighting 2 and on platforms Paving Quality 2 o Especially on High Street

Cycle Storage on o More space for taking 2 trains cycles on trains

Poor Disabled o Lack of access over the Access/Ramp 2 bridge access

Rail ticket Prices 2 o High ticket prices

Secure Cycle 2 o Lack of provision Parking o Station feels unsafe at Personal Security 2 night Table 6.2 – Comments by theme

6.3 Stakeholder Workshop A stakeholder workshop was held on 30th January at Totton Civic Offices, it was attended by representatives of; o Totton & Eling Town Council Members; o NFDC Members; o HCC Members and Officers; o Cyclists Touring Club (CTC); o Ramblers; o New Forest Access for All; o Totton College. The workshop asked attendees to discuss and feed back the main problems with accessing the station by sustainable modes, and suggest their priorities for improving access to the station by sustainable modes of transport, under three headings; Pedestrian Access, Public Transport Access and Cycle Access. The main outcomes of the workshop are listed below; these were then taken forward for discussion in the steering group. Main problems with accessing the station by sustainable modes of transport o Size and layout of site – station has been outgrown by the town; o Low train frequency – disincentive to travel by train in the first place; o Lack of signage to the station and poor quality signage where it does exist; o Site location – station is in wrong place for the town; o Lack of safe access by cycle, walking/accessibility scooter; o Volume of traffic in Totton; o Lack of comfort for people on the platforms; o Poor lighting, poor road surfacing; o Poor evening bus service.

Suggested improvements to pedestrian access o Step-free access to down platform; o Improved signage, particularly maps; o Path alongside up tracks from level crossing to station – should be level, well lit and potentially shared use; o Improved paving and lighting on station approaches, particularly High Street; o Controlled (Toucan) crossing of Commercial Road; o Reduced traffic in Totton; o Improved facilities for passengers waiting for trains – refreshments, waiting room etc; o Improved lighting around station; o Reduce traffic speeds and volume; o Improved access to High Street side.

Suggested improvements to public transport access o Parking on Red Lion site; o Use space currently occupied by garage for taxi rank. o More buses, and RTI on buses to provide confidence in the service; o New Totton – Romsey bus route; o Bring bus stops closer to station – especially in Southampton direction; o Pedestrian crossing of Commercial Road, would also help control vehicle speeds; o Integrated bus – rail timetable; o Better link to taxi rank in Totton and taxi phone at station; o Use Network Rail land on north side of tracks for additional car parking; o Promote station as a link to the New Forest.

Suggested improvements to cycle access o Free secure cycle parking; o Signage for cyclists to key destinations;

o Cycle refuge on Commercial Road – informal crossing would remove need for controlled crossing; o Improvements to Junction Road/High Street surfacing; o CCTV in station cycle parking; o Identify Upper High Street/Junction Road as a quiet cycle route to access south side of town; o Cycle route from level crossing along new path to Junction Road; o Use of Beaumont Road/Library Road as a quiet cycle route; o Reduced Traffic Speeds on Commercial Road; o Improved access onto High Street; o Toucan Crossing of Commercial Road; o Cycle route on Commercial Road.

Participants in the workshop were asked to identify their biggest priorities for improving access to the station by sustainable modes of transport. The four key items identified were: o New path from level crossing to station for pedestrians and cycles; o Safe crossing of Commercial Road; o Lower speed limit; o Improved step-free access across platforms. The suggestions and issues raised in the workshop were presented to the steering group, and used to inform discussions on aims and actions for the station travel plan.

7 Key Issues Following consultation through the survey and workshop, a number of key issues for the station travel plan to address have been identified. They are briefly outlined in this section.

7.1 Link between Totton and the station o Existing links are unappealing – Commercial Road is busy with through traffic; o Alternative route via High Street suffers from narrow pavements, often with poor surfaces, and a lack of dropped kerbs; o Potential for a new path linking Junction Road level crossing to the station, alongside the tracks; see figure 7.1. A new path should ensure adequate fencing of the railway to ensure the risk of trespass is low.

Figure 7.1 - Potential new link to Junction Road

7.2 Cycling in Totton o Relatively high levels of cycling locally, despite fast roads and limited routes; o Potential for more cycling to the station, stimulated by improved facilities at the station for cyclists; o Potential new link to Junction Road could also cater for cyclists;

o Several local cycle shops – offering potential for partnership working to offer facilities for cyclists.

7.3 Crossing of Commercial Road o Commercial Road represents a significant barrier to movement due to a lack of crossing points for pedestrians; o Potential for new pedestrian and cycle crossing of Commercial Road, providing links to bus and cycle network and improving pedestrian access from the north; o A signalised crossing is not currently viable due to low pedestrian movement, but any development of the Red Lion site will take account of changes to pedestrian movements. An informal crossing may be viable here.

7.4 Step-free access o There is a need to investigate opportunities to improve step-free access to the station from the south side; o Low station use means that a replacement bridge is unlikely to be the solution, but other opportunities for improving accessibility to platform 2, for example via the bridge arch, or through a reconfiguration of the steps, may exist.

7.5 Station facilities o The station suffers from a lack of facilities, especially after the ticket office is closed at 10am; o Low use means that commercial opportunities are not particularly viable, but a community-led solution could provide some facilities;

o Locally, the Three Rivers CRP has introduced a volunteer-led catering operation at stations without facilities. A similar arrangement at Totton could be very popular with commuters. Funding for a Community Partnership may be available through several sources, including the LSTF.

8 Objectives and Aims To address the key issues identified in the travel plan, a series of objectives and aims have been devised.

8.1 Objectives The objectives are high level goals, indicating what the plan is trying to achieve within the Better Connected South Hampshire programme. 1. Improve ambience of the station for all users; 2. Improve approaches to the station for all users; 3. Improve trip-end facilities for cyclists; 4. Improve the accessibility of the station; 5. Improve links between the station and the town centre.

8.2 Specific Aims Within the high level objectives are a series of specific aims. These aims have been developed to be Specific, Measurable, Achievable, Realistic and Time-bound (SMART) aims. The reason for using SMART aims is to enable the monitoring of the travel plan measures, and see how successful they have been. The specific and measurable elements of each aim ensure that a value is included, whether that be a percentage or an absolute value. By keeping the aims time-bound, it establishes a deadline for the aim, so that there is no ambiguity over when the aim will be achieved by. Keeping aims achievable and realistic ensure that they remain relevant. There is little value in creating aims that would require unlikely levels of behaviour change or unrealistic policy decisions. The travel plan is intended to be a ‘living’ document, which is often refreshed and updated. Where a significant behaviour change is desired, the travel plan can include incremental aims over several revisions of the document. All the aims in this travel plan are for a two year time horizon, and will mainly affect people arriving at the station between 6.30am and 1pm, with some actions also affecting travel in the evenings and at weekends. The SMART aims for Totton Station are listed below; these are for a two year time horizon between January 2013 and January 2015. The bracketed numbers indicate the approximate change in real numbers of passengers, based on the ORR data explained in section 6.1; 1. Increase the number of people using the station;

2. Increase the proportion of AM users walking to the station from 44% to 50% (+23 passengers per day); 3. Increase the proportion of AM users cycling to the station from 12% to 16% (+15); 4. Increase proportion of AM users taking the bus to the station from 4% to 6% (+8); 5. Increase proportion of AM users car sharing to the station from 3% to 5% (+8); 6. Improve the satisfaction of people using sustainable modes to travel to the station;

9 Action Plan To help achieve the aims listed above, a series of actions have been developed, and are presented in the table below. These actions constitute the main element of the travel plan. In some cases, the NFTS has already established an action for an issue raised by the station travel plan consultation process. In these cases, the NFTS action is restated here for clarity, and to reinforce support for the action. The table contains the following elements: o Aim - Which aim the action contributes to o Action - Description of the action o Type - The type of action o NFTS Ref – New Forest Transport Statement reference (if applicable) o Owner - Who should carry the action forward o Timescale - Approximate timescales - Short: within 12 months, Medium: 1 – 2 years, Long: Longer term o Impact - Estimated impact on overall objectives o Cost - Estimated cost - Low: <£5000, Medium: £5000 - £20,000, High: >£20,000

Action Aim Action Type NFTS Ref Owner Timescale Impact Cost Ref Convene a meeting to discuss the potential introduction of a community partnership for Totton A1 station, involving the Town Council and other local groups. Include Mike Franklin at Network Rail in initial discussions. Facilities HCC/NFDC Short High Low Consider community A2 adoption of the station. Facilities HCC/NFDC* Long High Medium Commission a further study of passenger travel Increase behaviour to discover more the number A3 detail about why people of people travel from Totton station, using the and their ultimate station destination. Study HCC/NFDC* Medium Low Medium Liaise with South West Trains and a local café or community group to A4 investigate the potential for morning peak catering inside or close to the station on a trial basis. Facilities HCC/NFDC* Medium Medium Low Liaise with NFDC Street Scene to ensure that litter bins are provided at A5 appropriate points for station access, and on the HCC/NFDC*/ station as necessary. Facilities SWT Medium Low Low

Negotiate with Network Rail/NFDC for the moving of the National Rail signs, to A6 the ends of Station Roads North and South to aid visibility of the station for all NR/NFDC/ users Wayfinding HCC Medium High Medium Any future development at the Red Lion site to take Low A7 account of potential Study HCC Long Medium (Developer- opportunities to improve led) railway station access. * Ownership of these actions may shift to a Community Group if a community solution is taken forward.

Action Aim Action Type NFTS Ref Owner Timescale Impact Cost Ref Access to Eling Wharf: Junction improvements B1 (Direct access Low off the A35) to relieve the (Developer- High Street NFTS TE HCC Long High led) Controlled crossing on Commercial Road near junction with Station Road North. If a B2 controlled crossing is not viable, investigate options for an uncontrolled Increase the crossing for pedestrians proportion of and cyclists. NFTS TE/T/52 HCC Long High High AM users A36 Commercial walking to the Road/Salisbury station from B3 Road/Ringwood 44% to 50% Road/Library Road Junction Improvements NFTS TE/T/39 HCC Long Medium High Arrange site visit with Network Rail to understand the potential for extending the footpath B4 between Junction Road and the railway station. Ensure adequate fencing NFDC/NR/ of the railway. Footway HCC/SWT Short High Low Conduct a survey to B5 assess potential improvements to the Footway HCC/NFDC Medium Medium Medium

width and quality of the footway on High Street between Junction Road and Station Road South. Liaise with Network Rail on providing step-free access to platform 2 that do not require a new B6 footbridge. Explore potential access through the existing arch and NR/SWT/ removal of steps. Accessibility HCC Long High High Support the ongoing HCC Wayfinding project. Liaise with HCC officers B7 to ensure that the railway station is included on a Primary Route within the project. Wayfinding HCC Medium High Medium

Action Aim Action Type NFTS Ref Owner Timescale Impact Cost Ref Eling Lane to Library Road (via Junction Road): on road cycle C1 route and link to Testwood Lane - dismount section at A36 NFTS TE/T/03 HCC Long Low Low Replace existing secure cycle lockers with a secure C2 compound accessible by a swipecard – similar to the facility at Farnborough. Facilities SWT/HCC Medium High Medium Maintain or increase the Increase the numbers of standard cycle C2 proportion of parking spaces on both sides AM users of the railway station. Facilities SWT/HCC Medium Medium Medium cycling to the Investigate the feasibility of station from installing a cycle gutter on the 12% to 16% C3 footbridge steps to enable cyclists to more easily move SWT/HCC/ their bike between platforms. Accessibility NR Medium Medium Medium Investigate an informal crossing of Commercial Road C4 to improve links between the railway station and the cycle network. Accessibility HCC Long High High Meet with local cycle retailers in Totton to negotiate potential C5 partnership for cycle maintenance/Dr Bike services. Events SWT/HCC Short High Low C6 Conduct an audit of cycle Accessibility HCC/NFDC Medium High Medium

routes throughout Totton, particularly looking at routes to the station. The audit should consider the condition of cycle routes, both on and off-street, and identify any key points that could be addressed. Routes identified in the NFTS should be prioritised. Produce a cycling wayfinding study, similar to the C7 pedestrian study, to develop a coherent signage strategy for cyclists throughout Totton. Wayfinding HCC/NFDC Medium High Medium

Action Aim Action Type NFTS Ref Owner Timescale Impact Cost Ref Provision of Real Time Passenger Information D1 for bus services in Totton and Eling. NFTS TE/T/71 HCC/Blue Star Medium Medium High Provide bus maps and timetable information on D2 the railway station. Ensure that they are kept up to date. Information Blue Star/SWT Short Low Low Extend real time bus Increase information to the railway proportion of AM D3 station, and explore real users taking the time rail information at Blue Star/SWT/ bus to the station bus stops. Information NR/HCC Medium Medium High from 4% to 6% Ensure that the taxi rank in Totton is signposted D4 from the railway station as part of the HCC wayfinding project. Wayfinding HCC/NFDC Short Low Low Provide clearer information about onward travel options at D5 the railway station, including clear provision of taxi numbers. Information SWT/NR Short Low Low

Action Aim Action Type NFTS Ref Owner Timescale Impact Cost Ref Promotion of HantsCarShare E1 Increase proportion website at the station. Information HCC Short Low Low of AM users car sharing to the Community-based promotion of station from 3% to E2 formal and informal car-sharing. 5% Use potential CRP arrangement to encourage car sharing Information HCC Medium Low Low

10 Monitoring and Reviewing the plan This travel plan is intended to be a long-term document. In order for the plan to remain relevant, the action plan should be kept up to date with changes at the station.

10.1 Monitoring The Station Travel Plan should be monitored by the steering group. An annual meeting of the steering group is recommended, to be led by HCC. As meetings will be relatively infrequent, a six-monthly update email, collated by HCC is recommended. This will enable all parties to be kept abreast of developments occurring related to the station. Each action’s owner should take responsibility for monitoring that action. Ad-hoc and informal monitoring should be undertaken and reported back to the steering group either via the monitoring email, or the annual steering group meeting.

10.2 Review The main review of the travel plan will take place in early 2015, when a repeat survey will be carried out at the station, allowing an assessment of achievement against the objectives. The repeat survey will be followed by the annual steering group meeting, at which the objectives, aims and measures will be assessed and revised as necessary. It is recommended that further surveys be undertaken every two years from 2015 onwards.

Appendix

Appendix A Surrounding Area

Appendix B Passenger Survey

Appendix C Station User Origins by Mode