Fleet Town Access Plan ______

Hantsfile Ref : HF00000145835

Revision Date Checked Approved 1 March 2010 CM HM

2 April 2010 CM HM 3 March 2011 CM HM 4 May 2011 CM HM

CONTENTS Page no 1. Executive Summary 1 2. Introduction 5 3. Policy Background 11 4. Transport and Accessibility in Fleet 23 5. Scheme Development and Options 45 6. Draft Fleet TAP 69 7. The Fleet Town Access Plan 87 8. Next Steps 119 Glossary of Terms 121 References and Bibliography 122 LIST OF TABLES Table 4.1 Trips and Percentage Mode Share of Journey to Work 28 Table 4.2 Summary of Fleet Parking Supply and Usage 40 Table 5.1 Existing Characteristics of Fleet Eastern Access Roads 52 Table 7.1 Summary of the Proposed Schemes 88 Table 7.2 Action Plan Schemes for Implementation 95 Table 7.3 Additional Action Plan Schemes : Pedestrian & Cycle 107 Table 7.4 Additional Action Plan Schemes: Bus 110 Table 7.5 Additional Action Plan Schemes: Traffic Management and 118 Highways

Fleet Town Access Plan ______

LIST OF FIGURES Page no/ Appendix Figure 1.1 FTAP Summary Proposals Appendix A Figure 2.1 FTAP Study Area Appendix B Figure 3.1 Relationship of the TAP to Other Documents 15 Figure 4.1 Fleet Points of Interest Appendix B Figure 4.2 Existing Cycle Routes and Cycle Parking 30 Figure 4.3 Traffic Flows in the Study Area: AM Peak Hour 2009 Appendix B Figure 4.4 Traffic Flows in the Study Area: PM Peak Hour 2009 Appendix B Figure 4.5 Traffic Flows in the Study Area: Daily 12 hour Appendix B Weekday 2009 Figure 4.6 Fleet Centre Congestion and Car Park Locations 37 Figure 4.7 Plot of Three Year Person Injury Accidents Appendix B Figure 5.1 Reading Road South Improvement: Oatsheaf Appendix B Junction To Canal Bridge Figure 5.2 Reading Road South improvement: Canal Bridge to Appendix B Castle Street Figure 5.3 The Route of Fleet Eastern Access Roads Appendix B Figure 5.4 Fleet Station Forecourt Improvement Appendix B Figure 5.5 Pedestrian and Traffic Management Review 59 Figure 5.6 Locations of Alternative Bridge Crossings Appendix B Figure 5.7 Existing Bus Services and Infrastructure Appendix B Figure 5.8 Panel’s Feedback for Cyclist 65 Figure 5.9 Fleet Cycle Network with Proposed Routes Appendix B Figure 6.1 Cycle to Secondary School Surveys Appendix B Court Moor School Figure 6.2 Cycle to Secondary School Surveys Appendix B Calthorpe Park School Figure 6.3 Cycle to Fleet Railway Station Survey Appendix B Figure 6.4 Public Consultation Advert Poster 85 Figure 7.1 FTAP Pedestrian & Cycle Strategy Appendix A Figure 7.2 FTAP Bus & Rail Strategy Appendix A Figure 7.3 FTAP Traffic management and Highways Strategy Appendix A

1. Executive Summary

1.1 The Fleet Town Access Plan (Fleet TAP) is adopted by Hampshire County Council to be used to support the evidence base for negotiating developer contributions and other sources of funding towards transportation and accessibility improvements.

1.2 The Fleet TAP comprises five strategies: Pedestrian & Cycle; Bus; Rail; Smarter Choices; and Traffic Management & Highways. During the development stage of the TAP preliminary design was undertaken to produce a deliverable action plan of schemes which could be implemented once funding was in place.

1.3 The Fleet TAP Members Steering Group chaired by County Councillor for Fleet and attended by County Councillor for Church Crookham and Ewshot, Hart District Council’s Deputy Leader together with County Council Environment and Hart District Council officers, has directly influenced the progression of the Fleet TAP to date.

1.4 A well-structured and extensive consultation was key to the development of the TAP. Between July and December 2008 key stakeholders were consulted to scope and prioritise schemes identified in the emerging TAP proposals. The general public and key stakeholders were given six weeks to comment on the final draft TAP between May and June 2010.

1.5 Following a review of the consultation comments as detailed in the Fleet TAP companion document 1 changes to the TAP were agreed with the Steering Group and final document was granted final approval from Councillor The Executive Member for Environment and Transport 5 April 2011.

______1 Fleet TAP companion document ‘Fleet TAP 2008 & 2010 Consultation Review and Steering Group approved changes to TAP, February 2011, Environment, Hampshire County Council, available to down load from Fleet TAP website see page 119

1.6 The broad aims of the Fleet TAP are:  To improve accessibility throughout Fleet by all sustainable modes of transport, notably walking, cycles and public transport;  To enhance Fleet as an important centre to live, work and visit;  To support the local economy by providing improved transport infrastructure;  To promote social inclusion and access for all; and  To integrate transport proposals with land use development.

1.7 The aims and objectives of the Fleet TAP are reflected in national, regional, County and District policy, guidance and transport documents.

Policies 1.8 The Fleet TAP policies are listed below, numbered 1-9. With each policy the main relevant action plan scheme proposals that help to deliver the policy are specified. Together, these form the overall Plan for the area. Figure 1.1 presents a summary of the overall transport strategy and Figures 7.1-3 the strategies by mode. Policy 1: Promote good access to Fleet town centre for all modes of transport Proposals: Improved walk & cycle routes to Fleet town centre (PC1-18); Improved bus services and facilities (BS1-8); Improved highways and traffic management, notably on Reading Road South (TM1-4). Travel plans and smarter choices (SC1-7). Policy 2: Promote walking in the area Proposals: Safer walking routes and road crossing facilities (PC1-19); Travel plans and smarter choices (SC1-7). Policy 3: Promote cycling in the area Proposals: Extended cycle network with 13 routes (PC1-13); Safer cycle routes and more road crossing facilities (PC1-19); Continue with travel plans and extend smarter choices (SC1-7). Policy 4: Promote the use of bus services Proposals: Retain and extend bus services 71, 72 & 73 (BS1); Improve bus facilities: bus stops, Real Time Information screens & low floor buses(BS4, 7,8);

Continue with travel plans and extend smarter choices (SC1-7). Policy 5: Improve the rail station and access to the station Proposals: Improve the rail station and forecourt (RL1-4); Extend smarter choices (SC1-7). Policy 6: Improve provision for the mobility and visually impaired Proposals: Pedestrian and cycle route improvements (PC1-19); Rail station improvements with disabilities compliance (RL1-4); Improvements to bus and community transport (BS1-8). Policy 7: Reduce road accidents Proposals: Improved pedestrian and cycle crossing facilities (PC1-19; Additional traffic management and highway improvements (TM1-4). Policy 8: New developments to have good access to services Proposals: QEB & Hitches Lane walk & cycle routes to facilities (PC2, 5, 6).

Policy 9: Reduce delays and congestion on the highway network Proposals: Junction and highway improvements on Reading Road South between and including Oatsheaf and the A323 (TM1); Traffic management improvements at several junctions (TM2); Re-routing and highway improvements as Fleet eastern ‘B’ route (TM 3); Review Fleet one-way streets (TM4).

Programme & Way Forward 1.9 A summary of the proposals is listed on Table 7.1 comprising action plan schemes for implementation as shown on Table 7.2, plus those subject to further study as a result of the consultation review as shown on Tables 7.3, 7.4 and 7.5. Table 7.2 contains estimated costs for each scheme and whether land take or planning permission is required prior to implementation. There is a fairly ambitious list of schemes and the funding of these is likely to be a significant constraint to delivery. Some of the proposals are on-going and apply throughout the period relating to public transport and smarter choices.

1.10 Due to the preliminary design that was undertaken during the development of the TAP some schemes can be taken forward where funding is available and approved. These schemes noted on the action plan can be delivered independent of the TAP but in 3

general schemes on the action plan will primarily be used to secure future funding and coordinate transport improvements at the local level. There are currently four Fleet TAP schemes being progressed which includes PC19, the Reading Road North/ Calthorpe Park Junction Improvement with controlled crossing.

1.11 The Fleet TAP Steering Group will convene as a minimum yearly in October to review the action plan. Additional meetings would occur where it is necessary to assess the impact of sizeable new developments and to review the action plan when large developer contributions are received.

1.12 The Director of Economy, Transport and Environment has delegated authority to periodically update specific projects in the Fleet Town Access Plan in consultation with The Executive Member for Environment and Transport.

2. Introduction

2.1 Background 2.1.1 The Fleet Town Access Plan (referred to in the remainder of the document as Fleet TAP) comprises five strategies : Pedestrian & Cycle; Bus; Rail; Smarter Choices; and Traffic Management & Highways. During the development stage of the TAP preliminary design was undertaken to produce a deliverable action plan of schemes for implementation over the next 20 years, once funding was in place.

2.1.2 Accessibility in the context of the Fleet TAP refers to the community’s ability to access the built up areas of Fleet by all modes, notably by walking, cycling, public transport and the car. Fleet has a wide range of facilities and services spread throughout the town. To reflect that, the Fleet TAP includes the entire built up area around Fleet and the adjacent areas of Church Crookham, Elvetham Heath and Ancells Farm. The study area is shown on Figure 2.1 and has 7 wards included which are Church Crookham East, Church Crookham West, Fleet Central, Fleet Court Moor, Fleet North, Fleet Pondtail, and Fleet West.

2.2 Aims and Objectives of the Fleet TAP 2.2.1 The broad aims of the Fleet TAP are:  To improve accessibility throughout Fleet by all sustainable modes of transport, notably walking, cycles and public transport;  To enhance Fleet as an important centre to live, work and visit;  To support the local economy by providing improved transport infrastructure;  To promote social inclusion and access for all; and  To integrate transport proposals with land use development.

2.2.2 The objectives of the Fleet TAP have been classified in two ways: process objectives and access objectives. Process objectives refer to the management and administration of the Fleet TAP. The process objectives are as follows:  To set out an improved access vision for Fleet which integrates with planning, design and environmental management;  To bring together relevant data and information on existing travel conditions and levels of access within Fleet; 5

 To provide a framework for working in partnership with the local community and other stakeholders to identify desirable aspirations for improving access within the town and to ensure a co-ordinated approach to highway and street scene improvements;  To inform future development control decisions about what transport and highway infrastructure it would be appropriate to direct funds raised through the system of highway infrastructure tariffs towards;  To provide a flexible plan to accommodate the Local Development Framework (LDF) developments and for committed developments such as Queen Elizabeth Barracks; and  To ensure that alternative access options, strategies and proposals are available for consideration.

2.2.4 Access objectives are those seeking improvements to access to key services and facilities around the town for all of the community. The access objectives are as follows:  Provide improved facilities and priority for pedestrians;  Provide improved facilities and priority for cyclists;  Provide improved facilities and priority for buses;  To provide improved facilities and access to Fleet rail station;  To reduce the number of road accidents, especially for pedestrians and cyclists;  To reduce delays to road traffic particularly public transport;  To enhance the quality and appearance of the public realm in the town centre and surrounding areas of Fleet;  To enhance provision for the mobility and visually impaired;  To identify existing and forecast travel demands and the impact these will have upon access within the Fleet area;  To reduce severance caused by the Basingstoke Canal and railway.

2.2.5 The Fleet TAP has a duty to ensure its recommendations provide a fair and equal access to the town centre regardless of age, race ethnicity, religion, disability, gender, sexual orientation, mobility and social and geographical exclusion (e.g. people on low incomes and those living in areas with poor transport links such as rural villages).

Preparing the recommendations involved assessing the local population and undertaking the varied access needs.

2.3 Stages of the Fleet TAP

2.3.1 There are ten stages in the preparation of the Fleet TAP. The following eight stages have been completed:

Stage 1: Desk Study & Data Collection. A review of existing data including traffic data, accident data, cycle study network, demographics and safer routes to school was undertaken. Further research, studies and surveys were also carried out where information was required;

Stage 2: Scoping and identification of problems and issues. Stakeholder groups, formed of representatives of key groups and organisations, were asked to identify the main issues and develop possible solutions. Three groups Officer Group, Steering Group and Consultative Panel have met regularly to take part in workshops or walk- about events;

Stage 3: Generation of potential solutions. Ideas and potential solutions have come from the public through stakeholder events, officers and consultants following data analysis and a review of past studies and their proposals;

Stage 4: Testing and initial costing of solutions. The testing and evaluation of alternative solutions has been undertaken. The technical feasibility was examined which often involved traffic modelling and design considerations. The costs and funding potential has also been looked at. Between July and December 2008 the Consultative Panel and other key stakeholders were consulted to assist in prioritising the TAP proposals;

Stage 5: Prepare draft Fleet TAP booklet. The level of feedback on the emerging TAP showed good support for the proposals together with areas where further study may be required. On the direction of the Steering Group, a summary document, the draft Fleet TAP booklet was produced. The booklet was to be used for full public consultation prior to adoption. The draft action plan comprised in excess of 60 schemes of which 34 were physical schemes with full cost estimates (fees, works, risk) in support of the TAP. The draft TAP also addressed the non engineering transport measures, such as smarter choices.

Stage 6: Public consultation of draft Fleet TAP booklet. Between 10 May and 18 June 2010 the general public and stakeholders were given the opportunity to comment on the TAP.

Stage 7:Adoption. Executive Member for Environment and Transport, Hampshire County Council approved the Fleet TAP on 5 April 2011.

Stage 8: Publish and publicise the TAP: Two paper copies of the TAP are to be provided as agreed by the Steering Group. The original held by Hampshire County Council, Strategic Transport, Economy, Transport & Environment and one copy in Fleet Library. The Fleet TAP document is available to view and download from the Fleet TAP website.

2.3.2 Stage 9: Implementation of Schemes. This is the current stage and each scheme is subject to funding availability, approvals and further consultation if applicable. Due to the preliminary design that was undertaken during the development of the TAP some schemes can be taken forward where funding is available and approved. These schemes noted on the action plan can be delivered independent of the TAP but in general schemes on the action plan will primarily be used to secure future funding and coordinate transport improvements at the local level. There are currently four Fleet TAP schemes being progressed :  Controlled crossing on Reading Road North (PC19) as part of the junction improvement on the Calthorpe Park Access. Due for implementation 2011/12;  Cycle and pedestrian route (PC3) which would provided a link from Hart Leisure Centre to Fleet Town Centre via Calthorpe Park, the PC19 controlled crossing and the Views Meadow. Due for implementation 2011/12 to 2012/13;  Part of cycle and pedestrian route (PC10) that would link Tavistock Infants School and All Saints Junior School to PC3. Due for implementation 2011/12 to 2012/13;

 Part of cycle route (PC9) Fleet Road to Norris Bridge for Kings Road only. Linked with uncontrolled pedestrian refuge crossing (PC15j), Highway Junction improvements to Pondtail junction (TM2a) with a spur to Velmead Road, and Fleet Road (TM2c). Due for implementation 2011/12.

2.3.3 Stage 10: Monitoring and review. The Fleet TAP Members Steering Group will convene as a minimum yearly in October to identify action plan priorities for the next financial year, subject to funding and approval. The Steering group is chaired by County Councillor Wheale and attended by County Councillor Radley, Hart District Councillor Parker and officers from County Council Environment Department and Hart District Council.

Other Councillors and invitees may be asked to contribute with their expertise and advice when the agenda includes issues such as planning, highways, public realm and materials. Additional meetings would occur where it is necessary to assess the impact of sizeable new developments and to review the action plan when large developer contributions are received.

The Director of Economy, Transport and Environment has delegated authority to periodically update the Fleet TAP through consultation with the Steering Group and the Executive Member for Environment.

This page is intentionally blank

3. Policy Background 3.1 The aims and objectives of the Fleet TAP (refer Section 2.2) are reflected in national, County and District policy, guidance and transport documents. The sections below summarise policy at the national and local levels.

3.2 National Guidance 3.2.1 There are number of key national guidance documents that have been used in developing the Fleet TAP. The main relevant documents are:

 White Paper ‘Towards a Sustainable Transport System’;

 PPS4;

 DaSTS;

 Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen

 PPG13; and

 Manual for Streets (MfS).

Delivering a Sustainable Transport System (DaSTS) 3.2.2 Published in 2008, DaSTS represented the national transport policy statement of the former Government. The overriding theme of DaSTS was to support economic growth and deliver carbon reductions and these continue to be the overriding objectives of the new coalition Government. However, the coalition Government are pursuing these objectives through their localism agenda, with a strong focus on the inclusion of the private sector. The Council took part in a Stage 1 DaSTS study for the Thames Valley, which aimed at identifying long term strategic transport related investment priorities for the region. However, the DaSTS process has been cancelled by the new Government.

Creating Growth, Cutting Carbon: Making Sustainable Local Transport Happen

3.2.3 The most recent national transport policy is set out within the White Paper ‘Creating Growth, Cutting Carbon’ published in 2011. The White Paper broadly reflects the aims of DaSTS however, there is significantly less emphasis and coverage of inter- urban travel, long distance travel, highway maintenance or growth in the demand for rail travel.

3.2.4 The White Paper identifies two main policy objectives for transport: (i) To create economic growth (ii) To reduce carbon emissions from transport sources

3.2.5 A further policy objective of improving quality of life in communities is cited (by encouraging physical activity, reducing casualties, improving air quality and tackling noise), but this is accorded a lower emphasis.

3.2.6 The White Paper emphasises that:  Local Transport Authorities (LTAs) should actively encourage people to make more sustainable travel choices  ‘Smart’ and integrated ticketing technology has huge potential to transform the way people use public transport  LTAs should seek to manage traffic in order to reduce carbon emissions and tackle congestion  LTAs should work more closely with community and voluntary groups and public transport operators

Policy Planning Guidance 13 (PPG13)

3.2.7 PPG13 sets out guidance for local authorities and developers on how to integrate land use planning and transport, reduce the need to travel and to encourage more sustainable modes. PPG13 promotes several objectives which are relevant within the Fleet context, which include:

 Manage the pattern of urban growth to make the fullest use of public transport;

 Locate day to day facilities which need to be near their clients in local centres so they are accessible by walking and cycling;

 Accommodate housing principally within existing urban areas and land uses at locations which are highly accessible by public transport, walking and cycling;

 Ensure strategies in the local development plan and local transport plan complement each other and that consideration of development plan allocations and local transport investment and priorities are closely linked;

 Use parking policies to promote sustainable transport and reduce reliance on the car for work and other journeys;

 Give priority to people over ease of traffic movement such as providing for more road space to pedestrians, cyclists and public transport;

 Ensure the needs of disabled people are taken into account in the implementation of planning policies and traffic management schemes; and

 Secure community safety by considering how best to reduce crime and the fear of crime.

Planning Policy (PPS4)

3.2.8 Published in 2009, this document provides guidance on prosperous economies. It updates and replaces the PPG6 town centre guidance. PPG4 emphasises sustainability, promoting and increasing vitality and viability and clarifies the approach to sequential testing.

Manual for Streets (MfS)

3.2.9 This guidance document, seeks to redress the imbalance that has developed over many years in the way that streets and roads have been designed. In some cases car access to town centres has come to dominate the street scene in areas where this is not appropriate. It follows a basic philosophy that streets are for people and roads for cars. Areas of Fleet have fallen foul of this imbalance which is reflected in the traffic volume and congestion on many streets where residents in Fleet live.

3.2.10 Manual for Streets 2, the second volume of Manual for Streets, was launched in 2010 with the aim of widening the applicability of Manual for Streets beyond residential streets to busier places. The emphasis of the document reflects that of the first Manual for Streets document and aims to rebalance the road user hierarchy in favour of pedestrians and striking a balance between movement and place functions that are sympathetic to the surrounding environment and supports the vitality of the area.

3.3 Regional Policy

3.3.1 Fleet is part of the Western Corridor and Blackwater Valley sub region and has been identified as an area for growth in the South East Plan. It identifies the following key transport issues:

“Local authorities will promote locations and form of development that (a) will reduce the need to travel; (b) will reduce average journey distances and (c) will make it possible for a greater proportion of trips to be made by alternatives to the private car.”

3.3.2 The recent Localism Bill announced the intention of the Government to cancel Regional Spatial Strategies such as the South East Plan.

3.4 Local Policy

3.4.1 Established local policy from Hampshire County Council and Hart District Council (HDC) has the main influence on the Fleet TAP. They play a key role in providing local guidance for residents, developers, key stakeholders, businesses, visitors and their policies provide the framework. At the County level this also includes the Council’s Corporate Strategy and Hampshire Strategic Partnership’s Community Strategy. The Fleet TAP also reflects the concerns and aspirations that have been developed at a local level through the Fleet TAP Steering Group/Consultative Panel and emerging Fleet Town Centre Health Check. The objectives of the Fleet TAP described in section 2.2 draw together key themes that are developed in these strategies. Figure 3.1 shows these influences and how they interact with the Fleet TAP.

3.4.2 The main local documents that have input to the TAP are:

 Local Transport Plan 2 (HCC);

 Local Transport Plan 3 (HCC)

 Hart District Local Plan;

 Hart Sustainable Community Strategy;

 Emerging Vision for Fleet town centre as part of LDF;

 Fleet and Church Crookham Town Health Check.

HCC Corporate Strategy

Hampshire Local Transport Plan 2 Hampshire 2006 – 2011 Hampshire Sustainable Local Transport Plan 3 Accessibility Community 2011 - 2031 Strategy Strategy

Fleet Town Other local initiatives Access Plan e.g. Parish Plans, 2011 - 2031 Market Towns etc HDC Local Plan / LDF / Area Action Plan / SPD Hart District Funding contributions Community Plan LTP 3 sought to deliver schemes Implementation identified in TAP Plans

LTP Capital External funding Other Sources: e.g. DCLG Programme CIL / (Developer Growth Point / LAA / Bids / EU contributions) LSTF / LEP

The funding secured against development such as the QEB development will not be exclusively used for the Fleet TAP, but could be used to mitigate the impact of development within the wider area, such as Church Crookham

Figure 3.1: Relationship of the TAP to other Documents

Local Transport Plan

3.4.3 The key transport policy document produced by Hampshire Council is the Local Transport Plan (LTP) which covers the period between 2006 and 2011 and the main aim is to:

‘Enhance[s] quality of life and economic prosperity by connecting people, communities, employment, goods, services and amenities (LTP2).’

3.4.4 The LTP2 sets out the Council’s transport strategy until 2011, set in the context of national and regional polices and incorporating the wider central government targets and guidance on serving the needs of residents, businesses and visitors. The strategy has key objectives:-

 To increase accessibility;

 To promote safety;

 To reduce the impact and effect of congestion;

 To improve travel choice;

 To support wider quality of life objectives; and

 To encourage value for money and efficient asset management.

3.4.5 The North Hampshire transport chapter states that local policies and schemes should “encourage self-containment by providing an alternative to the current high level of car dependency.” Smarter Choices are also identified as having a key role encouraging walking, cycling and public transport.

3.4.6 Specific proposals in the LTP2 for Fleet include the following:

 Hart missing cycle links have been identified that could improve accessibility to town centres;

 The Hart pedestrian strategy will implement measures to improve walking routes within urban centres. To include Community Street Audits.

 Fleet station interchange improvements;

 Fleet Access Plan which will look at all aspects of accessibility. Specific reference is made to the limited pedestrian links between Church Crookham and Fleet town centre;

 Reading Road south congestion relief measures;

 Access to the M3 and the potential to improve access to M3 J4A;

 Rail bus opportunities between Yateley and Fleet station.

3.4.7 The Fleet TAP and emerging Hart LDF have fed into the production of Hampshire’s Local Transport Plan 3 (LTP3). which covers the period between 2011 and 2031.

3.4.8 The LTP3 sets out a long-term vision for how the transport network of Hampshire will be developed over the next 20 years and includes a three year implementation plan. The vision of the LTP3 is to provide: ‘safe, efficient and reliable ways to get around a prosperous and sustainable Hampshire’

3.4.9 The LTP3 sets out three main priorities for transport in Hampshire for the next 20 years. The three main priorities are to:  Support economic growth by ensuring the safety, soundness, and efficiency of the transport network in Hampshire.  Provide a safe, well-maintained, and more resilient road network in Hampshire, as the basic transport infrastructure of the County, on which all forms of transport directly or indirectly depend, and the key to continued casualty reduction.  Manage traffic to maximise the efficiency of the existing network capacity, improving journey time reliability and reducing emissions, and thereby supporting the efficient and sustainable movement of people and goods.

3.4.10 The three main priorities are supported by 14 policy objectives set out under five broad themes of: i. Supporting the economy through resilient highways; ii. Management of traffic; iii. The role of public transport; iv. Quality of life and place; v. Transport and growth areas.

3.4.11 The Transport Strategy for North Hampshire chapter states that the key priority for the area is to support economic prosperity and carbon reduction with an increased emphasis on sustainable transport.

3.4.12 Specific proposals in the LTP3 for Fleet include the following:  Targeted measures to improve capacity at congestion bottlenecks and optimise management of the highway network  Measures to reduce the need to travel at peak times in Fleet  Improvements to Fleet railway station  Mitigation of the travel impacts arising from new development  Investment in developing walking and cycling routes

3.4.13 The delivery of the Fleet Town Access Plan is also identified as a specific proposal in the LTP3 for Fleet.

Hart District Local Plan and Local Development Framework 3.4.14 Section 6.6 of the Hart District Local Plan (1996-2006) is titled Transportation and this tends to reiterate much of the North East Hampshire Transport Strategy. A number of policies are relevant to the Fleet area. Policies 1-3 emphasise the importance of public transport with bus priority and encouragement of proposals which assist in the development of an integrated transport network. Policy T4 safeguards land at Elvetham Heath for a park and ride and a future rail station. Policy T7 identifies a Fleet inner relief road, which has since been aborted. Policy T8 lists a series of specific highway improvements. The Plan also includes a Strategic Cycle network in Appendix F which has input to the TAP.

3.4.15 The Key Local Plan policies which the Fleet TAP conforms with are as follows: ‘T1: Proposals to assist the development of an integrated transport network, a choice of transport modes and the operation of efficient public transport modes will be permitted provided that they accord with other relevant proposal in this plan; T2: Proposals which: (ii) reduce the adverse effects of road traffic, will be permitted provided that they accord with other relevant proposals of this plan T3: Bus priority measures will be implemented in Fleet town centre; T10: As opportunities arise, land will be safeguarded for the provision of the cycle network identified in the approved cycleway strategy for Hart and for a pedestrian network;

T13: On roads not forming part of the strategic road network, traffic management measures will be promoted where necessary to improve road safety and reduce the environmental impact of traffic, particularly heavy goods vehicles. Where serious safety of environmental problems cannot be solved by such measures, new roads or road improvements may be permitted provided that they accord with other policies of this plan.’

3.4.16 The Local Development Framework (LDF) is currently being prepared. This includes an LDF Transport Assessment which is providing the evidence base for assessing the transport sustainability of alternative development locations.

Hart Sustainable Community Strategy 2008-2018

3.4.17 The Hart Local Strategic Partnership produced a Sustainable Community Strategy in 2008. Section 4 is entitled ‘A Sustainable and Accessible Transport System’ and specific reference is made to the Fleet TAP. It says that ‘transport is important for safety and environmental management as well as critically underpinning access to services. Investment in transport is essential if the economic growth and development are to be managed and our aspirations for sustainable communities and maintaining quality of life realised’. It seeks to ensure that ‘Hart benefits from improved public transport in the district, as well as having our say on other major transport development’

3.4.18 Eight transport priorities are listed with the Town Access Plan as number one. The priorities are as follows: 1) Develop the Fleet Town Access Plan. An emphasis on access for all, reducing traffic congestion and improving facilities for walking, cycling, bus and rail; 2) Community transport; 3) Improvements to highway maintenance; 4) Improvements in road safety; 5) Reduce travel volumes and congestion by encouraging use of school buses, lower traffic speeds, more cycle routes and pedestrian areas; 6) Reduce trips by planning services, facilities and development; 7) Reduce pollution by promoting alternatives to the car; 8) Provide additional parking at the rail station.

Vision for Fleet 3.4.19 A Group from HDC started meeting in September 2008 looking at the “Vision for Fleet”. A consultant has been appointed to prepare the vision. They are looking into how Fleet Town Centre might best adapt to changes and be improved for the benefit of the local community over the next 20 years.

3.4.20 The vision aims to ‘ guide new development and the management of the public realm so that Fleet remains an attractive and economically successful town which effectively meets its communities’ various needs’.

3.4.21 Key Themes of the “Vision for Fleet” are Culture, Community and Public Realm, Sustainable Transport and Movement, Shops and Offices and New Development. The main issues relevant to Fleet TAP are the Sustainable Transport and Movement section which identifies improvement opportunities for walking, cycling and using public transport in and around Fleet. More specifically it states:  Promoting more efficient use of public car parks;  A new dedicated cycle link and improved pedestrian access between the footbridge from Elvetham Heath and the central shopping area;  Improved cycle link between the railway station and the central shopping area;  Improvements to directional and other signage;  Enhance the access between the town centre, Fleet Pond and Basingstoke Canal;  Improved access from the shopping area to open spaces, such as The Views, Calthorpe Park and Oakley Park;  Promoting regeneration of the railway station to create a hub for trains, taxis, buses and cyclists with a range of facilities and services.

Fleet and Church Crookham Town Health Check 3.4.22 In late 2003 the Fleet Town Centre Group was formed and worked closely with the Fleet and Church Crookham Civic Society to produce the Fleet and Church Crookham Town Health Check2. The Health Check was based around a questionnaire 20

that was sent to 15,500 homes in the Fleet and Church Crookham (then unparished area) in summer 2007. The question covered Open Spaces, Town Centre, Traffic and Transport, Youth Facilities, Housing, Anti Social Behaviour, the Arts, Local Services and Facilities, Sports and Recreational facilities and Health. The Fleet Town Centre Group received 880 responses to the questionnaire. To further advance the study, extra surveys were carried out at Farnborough Sixth Form College, Court Moor, All Saints and Calthorpe Park School. Although now complete, the Fleet Town Health Check was still being produced during the development stage of the Fleet TAP. Hampshire County Council cannot endorse the document as they had no involvement with the standards to which it was produced. The Health Check can therefore only be referred to as a background reference document, when action plan schemes are taken forward for implementation. However, the survey work from 2008 identified a number of useful transport and accessibility issues such as:  84% visited Fleet town centre at least once per week;  50% said they would use a bus if it was available;  Most popular destinations for a bus service were Fleet station, Farnham, Reading and Aldershot;  Only 11% were interested in a shared taxi facility;  50% said they would cycle more if there were more segregated routes;  The major accident locations suggested were Fleet station, Crookham Road and Crookham cross roads, Kings Road, Aldershot Road, Oatsheaf crossroads and Hitches Lane.

______2 Fleet TAP companion document ‘Fleet and Church Crookham Town Health Check’, October 2010, Fleet and Church Crookham Society link to document provided on Fleet TAP website see page 119.

3.5 Key Policy Themes 3.5.1 Key themes include:  Reducing transport’s emissions of carbon dioxide to help tackle climate change;  Create and support economic growth;  Improve transport facilities and encourage more sustainable forms of transport, notably walking cycling and public transport;  Set out land uses and facilities to reduce the need to travel so there are more short journeys;  Encouraging more active travel to increase health, well being and to reduce obesity;  Making local journeys easier by walking and cycling;  Promote Smarter Choices such as with School Travel Plans;  Carry out appropriate highway improvements where there are road safety problems and delays to sustainable modes as well as car users.

4. Transport and Accessibility in Fleet 4.1 Introduction 4.1.1 Fleet and existing travel conditions issues in the study area are identified in this chapter. This is based on extensive data collection and analysis, as well as consultation with the key stakeholder groups.

4.2 Fleet Characteristics and Land Uses 4.2.1 Fleet is the largest settlement within the Hart District and includes a significant proportion of the District’s employment opportunities. The town benefits from its location next to the M3 motorway (Junction 4a), as well as the provision of a mainline railway station (in north east Fleet). Fleet Town Centre is the primary shopping centre within the District.

4.2.2 Fleet has a population of approximately 36,000 and a points of interest plan is shown on Figure 4.1. Hart District is predominantly rural with many valued and protected environmental designations. It is an attractive area to live and work and the quality of life is considered to be high.

4.2.3 Most of the town was developed from the 1900s onwards, and Fleet Town Centre still retains a high number of locally listed buildings dating to this period. North Fleet is a large residential area, also mainly developed in the early 20th century, which is now a conservation area. Another conservation area which is based on the Basingstoke Canal cuts across the town from east to west, creating a separation between Fleet and Church Crookham. Otherwise there has been a great deal of more recent housing development, particularly in Elvetham Heath, which has only been completed recently and has its own school, community hall, church and supermarket. Church Crookham retains some areas of late 19th or early 20th century houses, somewhat scattered, but most of the buildings date to the 1960s or later. There are ten ‘neighbourhood’ Areas:  Elvetham Heath (1) Elvetham Heath and Ancells Farm  Fleet (2) Fleet Town Centre (4) South Fleet (3) Pondtail (5) West Fleet

 Church Crookham (6) Church Crookham Estates (9) Sandy Lane Triangle (7) Gally Hill Road (10) Zebon Copse (8) Queen Elizabeth Barracks

Land Uses 4.2.4 The dominant land use covering the study area consists of about 10,000 dwellings. This is mainly a suburban area extending beyond the town centre and is generally low density. Fleet and Church Crookham are bordered by countryside and MOD land. Fleet is bordered by the M3 to the north and the A287 to the south.

4.2.5 There are a number of employment locations in the Fleet area. The Waterfront Business Park is situated south of Fleet Station and is home to several large businesses. There are several offices in the town centre within close proximity to Hart District Council Offices. There are also industrial parks and office units at Ancells Farm and Elvetham Heath. To the east of the study area there are two large industrial estates QinetiQ and Farnborough Business Park, these offer employment opportunities and many people travel from within and outside of the Fleet area to work there.

4.2.6 The main road that runs from the west to the north east of the study area is Fleet Road which is also the predominant shopping area in Fleet. The core shopping location is the Hart Shopping Centre and many of the surrounding communities travel to Fleet to use these shops.

4.2.7 The study area has many playing fields and sports grounds and includes Fleet Football Ground, The Views, Calthorpe Park, Basingbourne Heath and Oakley Park. Sports centres are located on Hitches Lane and in Fleet town centre.

4.2.8 There are a number of schools within the study area which include Church Crookham Junior School, Tweseldown Infants School, Court Moor School, Heatherside Infant and Junior, Tavistock Infants School, All Saints Junior School, Calthorpe Park School, Fleet Infants and Velmead School, Crookham CE Infant School, Elvetham Heath Primary School, Dogmersfield CE Primary School and Crondall Primary School.

4.2.9 Fleet Pond is a further inland water feature of the area and is a large body of water adjacent to Fleet train station. It is a Site of Specific Scientific Interest (SSSI)which has several protected species of fish, birds and insects. The northern side of Fleet Pond borders with the railway with a small footpath between the two. The eastern side is a conservation area, to the west and south are houses and Waterfront Business Park.

4.2.10 Fleet is surrounded by open space and semi natural vegetation. Near to the housing there are a number of areas characterised by a variety of habitats, typically heathland consisting of rough grassland, scrub and woodland are found on all sides of the study area except for the north. Much of this forms the Special Protection Area (SPA), which is a major constraint to new housing development.

4.2.11 Green infrastructure should be considered alongside, and given similar weight to, the design of transport infrastructure. Effective green infrastructure can achieve positive gains in respect of setting and biodiversity enhancement. Natural England views the incorporation of Green Infrastructure, at a local and sub-regional level, as a ‘multifunctional resource capable of delivering those ecological services and quality of life benefits required by the communities it serves and needed to underpin sustainability. Its design and management should also respect and enhance the character and distinctiveness of an area with regard to habitats and landscape types’. Green Infrastructure should further ‘thread through and surround the built environment and connect the urban area to its wider rural hinterland’. It is recommended that any new routes, as part of the Fleet TAP , or existing routes likely to connect to them consider links to external green networks to help promote the creation of a wider green infrastructure. To this end, relevant green infrastructure strategies put in place by local authorities should be considered and incorporated where appropriate.

4.2.12 In terms of biodiversity enhancement Natural England would recommend the Access Plan to consider the many opportunities to incorporate features into scheme designs which are beneficial to wildlife such as the incorporation of roosting opportunities for bats, the installation of bird nest boxes, retention of hedgerows and green corridors or the use of native species in the landscape planting. Natural England would advise that any landscaping/planting schemes use native species of local provenance and that existing wildlife habitat and corridors are retained. 25

Socio Economic Characteristics 4.2.13 The socio economics of the area are important to the TAP as they help to explain travel characteristic and demands. The population has higher than average incomes, low unemployment and high car ownership. As a general rule higher incomes own more cars, travel more and tend to be more car dependent for their journeys.

4.2.14 A Mosaic analysis of the population splits households into 11 groupings. Group A, are defined a ‘career professionals living in sought after locations’. The study area is made up 42% of this group, compared to a Hampshire average of 15%. This would indicate that the majority of Fleet’s residents are career professionals and many of these would be likely to commute out of the area due to the lack of employment in the area. Fleet is well known as a commuter town due to its proximity to London and good road and rail links. Other work destinations include Basingstoke, Farnborough, Woking, Reading and Guildford all of which can be accessed by rail and car.

4.2.15 According to the Census data Fleet & Church Crookham has a population of approximately 36,000 and is split fairly evenly between the seven wards. Children aged under 16 represented around 20% of the total population, around the same proportion as those of retirement age. Fleet has typical age range and scatter for a town of its size and location in the UK.

4.2.16 Unemployment is low in the area, although this may well have increased in recent years. In 2001 there was a working population of 17,733 and just 59 long term unemployed, less than 1%.

4.3 Transport Overview 4.3.1 The area has good strategic transport connections, notably from the rail service and M3 motorway. This is reflected in the commuter patterns in Fleet which are dominated by high volumes of out-commuting to long-distance destinations, in particular London and Surrey. Congestion is becoming an increasingly important issue and improved accessibility will give residents a greater choice of how to access key services and employment.

4.3.2 The rail station and rail line have been important to the development of Fleet. Fleet Train Station is situated in the north of Fleet. To the east of the main platform is Fleet Pond, the south is a trading estate and Fleet town centre. It is on the main route between London and Weymouth and link to other commuter towns and is a heavily used station, especially at peak times.

4.3.3 Fleet currently has no formal cycle network. The footpath network is variable in standard, but connects most residential neighbourhoods with the town centre and with one another.

4.3.4 There are no Air Quality Management Areas within Hart. However, with high levels of car usage there are local pollution concerns linked to the need to reduce carbon emissions.

4.3.5 The Basingstoke Canal runs through the main residential area of Fleet. While a useful recreational asset, it also has the effect of dividing up the area and causing some severance. The Basingstoke Canal is crossed in five locations, although only four are within the main settlement of Fleet. All these crossing points have access for both pedestrians and vehicles.

4.3.6 The average car ownership levels for Fleet and Church Crookham was 1.6 per household in 2001, which is one of the highest car ownership levels in the country. With the high car ownership levels many short journeys are taken by car such as to the town centre and local schools. Many of the long distance commutes are also under taken by car. Many rail users drive to the station due to the lack of cycling and/or pedestrian facilities on their route.

4.3.7 There are 9% of households without a car. Mobility and access for this minority and those families without a second can be a major challenge.

Journey to Work Statistics 4.3.8 It is useful to look at the 2001 census journey to work data for the study area which are summarised on Table 4.1. This shows there are almost 15,000 people that are residents of the area who are in work and travel to work. Meanwhile there are almost 27

10,000 that work in the area, that either travel in or live there, which indicates an imbalance of 5,000 workers that travel outside the area even if all those jobs within the area were to be filled by local people.

4.3.9 The modal share is dominated by the private car (76% and 77%) and train which is 8% for residents and 3% for those working in the area. Walk is next most popular at 6% and 9%. Cycle is 3% for both. The bus tends to be low for the journey to work purpose at around 1%. This is likely to be underestimated as those using the train that access the station by bus are classified as train since the values refers to the main mode of transport. The high private car percentage reflects the demographic and socio economic characteristics as identified in Chapter 2. The train percentage for residents is fairly high and many of these are commuters to London. Table 4.1: Trips & Percentage Mode Share of Journey to Work Residents of Area Working in Area Mode Trips Percentage Trips Percentage Rail 1,117 7.6 265 2.7 Bus 98 0.7 126 1.3 Taxi 52 0.4 41 0.4 Car 11,268 76.2 7,568 76.6 Car Passenger 673 4.5 556 5.6 Motor Cycle 162 1.1 103 1.0 Cycle 478 3.2 300 3.0 Walk 944 6.4 919 9.3 Total 14,863 100.0 9,878 100 Source: 2001 Census Statistics 4.4 Pedestrian Conditions and Issues 4.4.1 Fleet Town Centre is situated centrally in Fleet with the residential areas spread evenly around in all directions. Walking has considerable potential in the area with most locations within 30 minute walk from the outskirts of Fleet to the Town Centre. However, most routes rely on sharing the walk with busy roads. Fleet has several busy roads that run towards or through the centre and there tend to be few crossings to assist pedestrians and cyclists to cross safely. The Basingstoke Canal runs through the centre of Fleet which has a severance effect, although for some journeys it provides an excellent corridor. There are currently four bridges across the canal in Fleet:  Coxheath Bridge to the west;  Aldershot Road Bridge in the centre  Malthouse Bridge and;

 Pondtail Bridge to the east) in Church Crookham.

4.4.2 In terms of road safety there were 21 person injury accidents to pedestrians over the 3 year period. Of the 21 accidents 14 were slight and 7 serious. The majority of these took place on Fleet Road with 12 accidents of which 4 were serious and 8 slight. Another key location for reported pedestrian accidents was at one end of Fleet Road at the Oatsheaf junction with 2 slight and 2 serious. There were also 2 accidents at the junction of Reading Road North and Tavistock Road and one of these was a serious accident. There were also 2 slight accidents on Elvetham Road. There was also a slight accident at each the junctions of Connaught Road with Reading Road South and Crookham Road with Coxheath Road. (Accident data for the period 27 July 2006 to 27 August 2008)

4.4.3 There was some helpful input from the Consultative Panel regarding pedestrian facilities. These helped to identify key issues, safety problem locations, the main walk travel demand routes, locations for pedestrian refuges and controlled crossings.

4.4.4 School travel planning has also had an important input to the identification of pedestrian constraints and improvements for the area. Hampshire County Council’s School Travel Plan Team works closely with Hart District Council officers and is now engaged with all 14 schools, 12 primary schools and 2 secondary schools.

4.5 Cycling Conditions and Issues 4.5.1 Fleet and Church Crookham currently have limited facilities for cyclists. There is some cycle parking provided at key destinations in and around Fleet, notably in the town centre, Fleet Station and several of the schools. However, there is no network of defined cycle routes linking up to these destinations as shown on Figure 4.2 below.

4.5.2 The Figure also shows that there is an on road route on Fleet Road and two well established off road routes that link to the borders of Fleet from Farnborough Town Centre. There is potential to connect to these routes and it would also create a potential commuter link between Fleet and Farnborough.

4.5.3 Cycle accidents in the study area were not a major feature of the accident analysis which is detailed in Section 4.9. This identified two slight person injury accidents and both of these were along Fleet Road.

4.5.4 A Workshop took place and the Consultative Panel input to review the main cycle issues and potential for improvements. School travel plans also had a significant input to the cycle issues and potential improvements as referred in Section 4.4.4.

4.6 Bus Transport Conditions and Issues 4.6.1 At the time of the initial investigation as undertaken in 2007, Countywide Travel operated the three main bus routes in Fleet and Church Crookham. The service routes are shown on Figure 5.7:  Route 71 operated between Quetta Park, Fleet and Yateley. The service ran one bus per hour;  Route 72 operated between Aldershot and Reading via Hartley Wintney. The service ran one bus per hour;  Route 73 operated between Zebon Copse and Farnborough. The service ran two buses per hour. 4.6.2 The services operated Monday to Saturday during the day time, so excluded evenings and Sundays. Service 72 was commercially operated without a subsidy and routes 71 and 73 received some financial support by Hampshire County Council.

4.6.3 Stagecoach also ran a school service in Fleet. These operate during the AM peak and afternoons in school term time. They are available for the general public to use, however it is understood that not many use these buses other than the school children and students for whom the services are primarily designed for. 4.6.4 A dial-a-ride service called ‘Call and Go’ is available in Fleet, to anyone whose travel needs are not met by public bus services. The service is available Monday to Saturday between 9.00am and 5.00pm. Passengers can use travel tokens or ‘FarePass’. It tends to be used by those residents who:  live or their destination is more than 400 metres from an available bus service;  are disabled or have some other mobility or sensory restriction that makes it difficult to use the existing bus service;  are without access to a car and there is no bus service operating in the area.

4.6.5 The ‘Call and Go’ was an important service for disabled or elderly who live in less accessible locations of Hart. It is fairly well used with about 700 bookings a month , which equates to about 35 per day or an average of about 4 per hour. The service is jointly funded by Hampshire County Council and the district’s Town and Parish Councils.

4.6.6 as the following issues need to be addressed:  The main barrier to bus travel within Fleet is people’s preference to take their cars with high car ownership levels. This not only reduces demand for bus travel but also causes network delays to buses which share the same road network;  If promotional fares or PlusBus were to be introduced, any extra patronage would probably not cover any fare box shortfall from the promotional fares;  The key priority routes were Routes 72 and 73 as they provide a direct link between the station and town centre;  The bus services currently suffer from peak hour delays, which affect punctuality and reliability within Fleet. With increased traffic in the future this will become worse and will make buse travel less attractive, unless some priority for key routes is identified;  It is difficult to identify locations for bus priority, such as bus lanes within Fleet as there is rarely enough space available for these. Possible locations for a bus lane could be Reading Road South/High Street;  Routes 72 and 73 were changed during May 2008. The rail link bus services 76 and 78 does not operate anymore. There is no indication of any new rail-links being introduced;  The main potential bus service improvements could be implemented in conjunction with the development of the QE Barracks, subject to funding and other constraints. It is anticipated that access to the QE site would be via extension of the Route 73 (Zebon Copse) service and linking to the town centre and rail station  Areas not served by buses would be covered by the ‘Call and Go’ scheme and Community Transport services offered by HDC;  Bus services and integration of rail services require improvement. The rail survey identified that there were about 10% of rail journeys accessed by bus which suggests about 500 journeys per day linking to the rail station by bus which is a significant volume. There is also a case for an improved service frequency to 3 buses per hour between the rail station and town centre as the rail service weekday off-peak service is 3 trains per

hour. Care is recommended to be exercised to ensure that there is good connectivity between rail-bus and bus-rail services, i.e. adequate time to make the transfer and purchase a ticket. In addition if Plus Bus was more widely available it would allow through ticketing of rail and bus. Improvements to road infrastructure would provide improved buses access to station from the north;  Bus rolling stock could be improved with more up to date buses which are low floor.  The existing spacing of bus stops has been reviewed on routes 71, 72 and 73 and they seem to function well. However, there is a need for better facilities at many bus stops and at the key bus stops real time information could be added, such as at the rail station and town centre. A detailed bus stop infrastructure survey was carried out which identified a number of potential issues and need for improvement.

4.7 Rail Transport Conditions and Issues 4.7.1 Fleet Station is located just over a 1km north of Fleet Town Centre. The station is on the main line between Basingstoke/Southampton and London Waterloo and also connects to Reading via Basingstoke. The trains stop at Fleet every 30mins to London Waterloo and take approximately 50 minutes to reach Waterloo.

4.7.2 A detailed passenger survey was carried out at the station in November 2008 which identified a number of key findings:  Daily passengers movements are about 5000 (2500 to and 2500 from) and the station is the third busiest in North Hampshire, after Basingstoke and Farnborough;  The mode share of those accessing the station is 39% walk, 36% car, 11% cycle, 10% bus and 5% taxi;  There were 132 cyclists surveyed compared to a total cycle spaces of 156, indicating that they are well used. In the summer, with higher volumes of cyclists the existing parking provision may well be inadequate;  The majority of entries into Fleet station were between 07.00 and 09.00 am. A total of 1498 entered during that period which represented 59% of the total

number of passengers counted during the survey period. This clearly re-affirms Fleet as a very strong commuter station;  Off-peak usage, between 09:00 and 16:00 showed a moderate usage of 767 entries, which equated to 110 passengers entering the station per hour. This demonstrates that the station acts as an important mode for off-peak travel demand generation;  In the evening peak, between 16:00 and 19:15 there was moderate usage entering the station, with 266 passengers;  Cycle usage also showed a predominantly peak demand. Between 07:00 and 09:00 a total of 96 cyclists were observed which is some 73% of the total share for the survey period;  The pm peak period saw the greatest number of passengers exiting the station via the main entrance. A total of 1293 exited between 16:00 and 19:15 which accounted for 70% of the total throughput. When trains arrive this causes intense peak demand for leaving the station;  There are two entrances to the station with the main southerly entrance used by about 95% of passengers. Exits are slightly higher via the north at 8%, which is probably as a means to avoid the congestion;  Bus passengers accessing the station were 52% route 72, 25% route 73 and 22% route 71. Bus access made up a significant proportion of access to the station at 10%;  Those that used Fleet station main their origin of journey was 47% Fleet, 15% Church Crookham, 12% Elvetham and 13% Other;  Frequency of journey using the train was 31% 5 days a week. 32% said they used the train once per week and 19% 2-4 day per week. In total that means that 82% of users take the train at least once per week and about a third are daily commuters;  The main improvements asked for in and around the station by the respondents were: o More car parking (23%); o Improved pedestrian access (14%); o Improved cycle lanes (12%); o Enhanced rail and bus interchange (9%);

o Additional cycle parking (8%) o Improved accessibility to station platforms (6%).

4.7.3 The consultation feedback from the surveys identified a number of difficulties associated with the rail station operation, which can be summarised as follows:  Large buses are not able to access the station when approaching from the north, which is currently not an issues, except when there are replacement services as routes 71, 72 and 73 use small buses;  Pedestrians find it difficult to access the station because at peak times the Fleet Road is congested and difficult to cross. The station forecourt on the south side also causes problems, as there is limited pedestrian and cycle provision.  Cyclists are experiencing difficulties entering the station and there is potential to improve routes to the station. More specifically, cyclists travelling from central Fleet use an on-road cycle route that stops just south of Elvetham Road, where cyclists are encouraged to travel off-road to the station via cycle/pedestrian refuge. The route terminates at the highway/railway forecourt boundary.  Fleet Station currently has no disabled provision to cross the railway tracks within the station. Lifts are due to be installed by South West Trains in the near future, but at present no date has been given. At present if a disabled person need to cross to the other platform they must leave the station and use the bridge adjacent to Fleet Road/Minley Road.  Cycle storage is near to capacity. There are 78 Sheffield stands which equates to 156 spaces and the survey identified in excess of 130 cycles;  There is a need to improve the station forecourt. It currently has a shared use taxi and bus zone. Bus services 71, 72 and 73 currently call at the train station and there is one enclosed bus shelter which is in poor condition is not covered by CCTV and has no lighting. There are also no raised bus kerbs at the location of the stop and taxis often block the bus stop.  The station car park has 374 spaces and is usually at capacity and there is a need for more spaces. In the longer term the car park may be decked by

South West Trains, thereby providing another floor which would almost double the capacity.

4.8 Highways and Traffic Management Conditions and Issues 4.8.1 Most journeys in the study are carried out by private car. At peak times the area around the town centre becomes congested and lengthy queues form at the main junctions. Estimated observed traffic flows during a 2009 weekday are shown on Figures 4.3, 4.4 and 4.5. The three figures refer to different time periods of the day: Figure 4.3 AM peak hour 08.00-09.00 vehicles per hour (vph), Figure 4.4 the PM peak hour 17.00- 18.00 vph and Figure 4.5 12 hour weekday vehicles per day (vpd). Traffic flows on some of the key links in the study area are as following:  Fleet Road south of Kings Road (B3013): daily flow of 11,700vpd and peak hour flows of 1100-1200vph in the AM and PM peak hours;  Fleet Road north of Kings Road (A3103): daily flows of 15,400 and peak volumes of 1600-1700vph;  Reading Road South, north of the Canal (A323): daily flows of 13,700 and peak flows of 1300-1400vph during the peak hours;  Reading Road South, south of the Canal (B3013): daily flows of 14,000 and peak flows of 1400vph during the peak hours, suggesting peak hour flows are slightly higher south of the canal;  A323, Aldershot Road (northern) between Reading Road North and Kings Road: daily flows of 6000vpd and peak hours of 700vph;  A323, Aldershot Road (northern) east of Kings Road: daily flows of 12,100vpd and peak flows of 1700-1500vph. There is a strong tidality of flows towards Fleet in the morning park and leaving Fleet in the evening peak;  Beacon Hill Road (B3013), north of the A287: daily flows of 8,900 and peak hours of 1,100vph;  A287 west of Redfields Lane: daily flows of 14,900vpd and peak flows of 1,900 - 1,800vph;  Redfields Lane: daily flows of 6,500vpd and peak flows of 500 – 600vph. Flows are higher inbound to Church Crookham for all periods;

 Hitches Lane, north of The Street: daily flows of 5700vpd and peak flows of 700- 1,100vph. There is a notable higher volume of 600vph northbound during the AM peak hour;  Elvetham Road: daily flows of 5,500vph and peak hour flows of about 800vph;  Aldershot Road (southern) between Reading Road South and Fleet Road: daily flows of 7,800vpd and peak flows of 1,200 – 1,000 vph, with a significant tidality eastbound in the morning and westbound in the PM peak;  Ively Road between Norris Bridge and west of Kennels Lane: 13,500vph and peak hours of 1,900 – 1,600vph. There is a strong tidality northbound in the morning peak hour and southbound in the PM peak;  Kennels Lane: daily flows of 4,400vpd and peak hours of 500-600vph.

4.8.2 The higher traffic flows as expected are associated with congestion. Figure 4.6 shows a summary of the links which tend to be subject to delays in peak hours.

4.8.3 Following feedback from consultation, traffic surveys and analyses the following junctions were identified as the main network pinch points:  The Oatsheaf Junction;  Albert Street and Clarence Road Junctions with Reading Road South;

 Aldershot Road/Connaught Road Junction;  Reading Road South and Basingstoke Canal Bridge.

4.8.4 In future years there is expected to be increased demand in traffic flows which will add to delays. Traffic growth to 2026 without the new development required by the SEP is forecast to be 4%. 4.8.5 Redfields Lane provides a southerly access from the A287 into Church Crookham and Fleet. The junction of Redfields Lane with the A287 is outside the study area and a separate study will be commissioned to investigate alternative options that improve its operation. This junction has been the subject of analyses in the past, mainly due to the number of accidents that used to take place. A low cost accident reduction scheme was introduced which reduced road accidents. Delivering an improvement is challenging due to a number of constraints which include:  Environmental protection and status on adjacent land;  The down gradient from the A287 east which restricts visibility and reduces the ability of traffic to stop easily;  High cost of delivering a satisfactory scheme;  Difficulty in introducing traffic signals.

4.9 Accidents 4.9.1 Road safety is an important consideration for the area. This has been reviewed and the attached Figure 4.7 has a plot of person injury accidents for a recent three year period, 27/07/06 to 27/08/08. The data provides details of the accident, location and severity. The key accident locations issues were as follows:  Pedestrian accidents totalled 21 and of these 14 were slight and 7 serious. Over half of these (12) were on Fleet Road of which 4 were serious. Another key location for reported pedestrian accidents was at the Oatsheaf junction with 2 slight and 2 serious. There were 2 accidents at the junction of Reading Road North and Tavistock Road and one of these was serious. There were also 2 slight accidents recorded on Elvetham Road. A number of slight severity accidents took place at each the junctions of Connaught Road and Reading Road South and Crookham Road and Coxheath Road.

 There were only 2 cycle accidents in the period reported and both of these were of slight severity on Fleet Road;  There were 23 accidents in total along Fleet Road between Reading Road and the rail station. Of these 12 were pedestrian accidents of which 4 were serious and 8 slight. There were also 2 slight cycle accidents and 9 slight vehicle accidents;  Albert Street, which had 6 accidents at the junction with Upper Street, 4 with Church Road and 4 at Kings Road of which 2 were serious;  The junction of Albert Street with Reading Road South had 7 vehicle accidents of which 2 were serious and 1 slight pedestrian;  The junction of Reading Road and Fleet Road (Oatsheaf junction) had 6 slight vehicle accidents and 4 pedestrian and of thee 2 were serious;  Upper Street junctions with 6 accidents at the junctions with Albert Street and Clarence and 8 at Connaught Street;  Hitches Lane. This had 1 fatality, 7 serious and 8 slight vehicle accidents, totalling 16 pias;  Aldershot Road (CC) between the A323 and Reading Road South. This had 11 accidents with 1 fatality, 3 serious and 7 slight;  Reading Road South between the A323 and Aldershot Road. There were 20 accidents, all slight except one serious which took place at the junctions. There were clusters at Dinorben Avenue with 6 accidents and 3 at both Lynford Terrace and Spring Woods Street;  Aldershot Road (CC) between Reading Road South and Sandy Lane where there were 7 accidents and 4 of these were at the Sandy Lane junction;  Aldershot Road (A323) with Reading Road (B3013) had 4 slight accidents. However the 6 at the Dinorben Avenue junction and 2 at the Rochester Road junction may well have an interaction with the queues to the traffic signals at the junction;

4.10 Car Parking 4.10.1 Access and adequate supply of short stay car parks is important for the success of the retail centre of Fleet. Figure 4.6 above shows the location of the off street car parks.

4.10.2 A recent study of car parking by the Stillwell Partnership provides useful information about the car parks and their usage in Fleet. They carried out parking beat surveys on a Thursday and Saturday in September 2008 between 07.00 and 19.00 and some extended hour where applicable. Table 4.2 below summarises the situation for the 9 off street car parks which have a total capacity of 1132 on a weekday and 1269 on a Saturday. The dominant parking supply is from the Hart centre car park with 502 spaces, comprising 40% of all the spaces. Church Road at 313 spaces and Victoria Road at 153 are the other main car parks.

Table 4.2: Summary of Fleet Parking Supply and Usage Thursday Saturday % % Car Park Spaces Occupied Peak Spaces Occupied Peak Available at Peak Hour Available at Peak Hour Off Street Birchayes 20 100 12-13 20 100 11-12 Church Road 313 44 12-13 313 60 11-12 Gurkha Sq 51 94 20-21 0 Victoria Road 153 54 11-12 153 75 12-13 Civic Offices 65 55 20-21 65 72 11-12 Central Courtyard 28 46 21-22 28 100 21-22 Flagship Ho 0 93 31 11-12 Admiral Ho 0 95 3 12-13 Hart Centre 502 88 11-12 502 91 11-15 Total Off Street: 1132 1269 On Street Fleet Road 35 93 16-17 35 91 11-12 Albert Street 52 71 14-15 52 66 12-13 Clarence Road 112 48 19-20 112 39 13-14 Connaught Road 84 59 19-20 84 37 19-20 Total On Street: 283 283 Total Supply 1415 1552 Source: Stilwell Partnership Parking Surveys: Sept 2008.

4.10.3 There are several streets with significant on street parking available, notably Fleet Road, Albert Street, Clarence Road and Connaught Road which together provide a further 283 spaces. The study identified a large number of illegally parked vehicles on these streets, suggesting that parking enforcement is an issue for on street parking. The 35 Fleet Road spaces are well used and often fully occupied.

4.10.4 The occupancy of the car parks is higher on Saturdays with Birchays, Central Courtyard and Hart Centre all in excess of 90% occupancy. However the Saturday only car parks tend to be underutilised. During the week the car parks are also well used. The Gurkha Square car park on the Thursday was 94% occupied in the peak and this is not available on Saturdays due to the market.

4.10.5 The Fleet station car park has 374 spaces and is full to capacity on most days. South West Trains are considering proposals to deck the car park to increase capacity. Other options available are to provide overflow car parks nearby.

4.11 HGV Access and Deliveries 4.11.1 Fleet currently has no main HGV routes through the town centre or residential areas. Many of the areas HGV’s need to access are on the outskirts of Fleet (i.e. Pyestock & QinetiQ) and many of these areas have good links to the M3.

4.11.2 HGV’s that need to access Fleet Town Centre for deliveries mainly use Fleet Road, Reading Road South and Cove Road There are waiting and loading restrictions on Fleet Road which allow goods vehicles to deliver between 9am and 3 pm during weekdays. During this period except for disabled parking other motor vehicles are prohibited from parking on Fleet Road between these times.

4.12 Future Changes & Development in the Fleet Area 4.12.1 The Local Development Framework is currently being worked on so the future expansion plans are not decided. Hart is required to plan for 4,400 new dwellings for the period 2006-2026 to be in accordance with the South East Plan. New employment land will also be a requirement, some of which is likely to be in Fleet Town Centre

4.12.2 Key locations in and around Fleet and Church Crookham where development is expected to influence travel patterns are as follows:  Queen Elizabeth Barracks, known as QEB is located in Church Crookham;  Hitches Lane. The development includes three new site accesses, improved pedestrian and cycle facilities on Hitches Lane, a contributions towards local transport improvements;

 Fleet Station. To construct a new modular rail station building and provide an access for all, Disability and Discrimination Act, compliant footbridge with lifts. There is also a need to provide more car parking an improved bus interchange and improved pedestrian and cycle access;  Hartland’s Park, also known as Pyestock, has been granted permission for a major warehouse distribution site of some 130,000m2 of floor area. Highway improvements are included in the proposals;  LDF, the LDF will allocate more sites - some in the town centre and others which may be in other locations in and around the Fleet;  Farnborough Business Park. While not in Hart this is a major development which is likely to impact on the transport system at the east of Fleet and access to the M3 Junction 4A. Planning permission has been granted for 155,000m2 of employment and most of this remains to be constructed. The site with airfield is subject to an Area Action Plan by Rushmoor, which may lead to some alterations, including an increase in usage of the airfield.

4.12.3 The above list combined will have a considerable impact of travel in the study area. It is important that the TAP accommodates these and has flexibility to change and be modified with these and the LDF.

4.13 Summary of Key Transport Issues 4.13.1 Key transport issues emerging and where feasibility design has been carried out include the following:  There are constraints on pedestrian routes with potential for improvements. Road safety is a problem on Fleet Road, Reading Road South and a number of other locations. Potential exists for improving conditions on pedestrian routes and as part of this introduce road crossing facilities;  The Fleet cycle network is currently poor. There is much potential for improved infrastructure with the introduction of routes, cycle refuges and controlled crossings;  Bus routes tend not to be well used and there are three main routes 71, 72 and 73 which operate in the area. These routes suffer from delays during peak periods, poor bus stop infrastructure and some older rolling stock which does

not make bus journeys attractive. There is potential to improve frequency and routes to the town centre and rail station and to improve bus stop infrastructure;  The rail station suffers from a number of difficulties. There is no crossing for the disabled between platforms, there is inadequate parking and the interchange with buses is poor. There are also problems with walk and cycle routes on the approaches to the station;  The highway network during peak hours incurs delays and queues. There are also a number of locations with accidents taking place. There are pinch points on these congested roads which could be improved;  There is a role for travel planning and smarter choices such as school and work travel plans. These increase walking and cycling and reduce car dependency and congestion;  There is expected to be considerable change and growth in travel demand over the next 20 years. This is mainly associated with new developments proposed in the area and all the Fleet TAP proposals need to take this into account and plan for these changes.

This page is intentionally blank

5. Scheme Development & Options 5.1 Introduction 5.1.1 This section summarises the feasibility study investigations undertaken in 2007 in support of the TAP, which have evolved from the transport issues identified in the area in Chapter 4. Each study looked to address a specific issue with a view to identify options to solve these with an emphasis on deliverable engineering solutions. There were eight groupings as follows:  FTAP 1: Improvements on Reading Road South between Fleet Road and Aldershot Road in Church Crookham;  FTAP 2: Fleet Eastern Access;  FTAP 3: Aldershot Road, Fleet;  FTAP 4: Fleet Rail Station and Access to the Station;  FTAP 5: Traffic Management Review;  FTAP 6: Basingstoke Canal Pedestrian & Cycle Bridge;  FTAP 7: QEB to Fleet rail station bus infrastructure improvements;  FTAP 8: Fleet Cycle Network.

Jcn 4a FTAP Feasibility Study Areas FTAP 1 – Traffic Congestion and Pedestrian Movements in Reading Road South, between the junctions of Fleet Road and Aldershot Road.

FTAP 2 – Fleet Eastern Bypass and upgrade to “B” Road status

FTAP 3 – Restrictions of through traffic and/or closure of Aldershot Road with change in “A” Road status.

FTAP 4 – All modes access to Fleet Railway Station, Cycle provision in Fleet Road.

FTAP 5 – Traffic Signal Review.

FTAP 6 – Basingstoke Canal Cycle Footbridge.

FTAP 7 – QEIIB to Fleet Railway Station Bus Improvements.

FTAP 8 – Fleet Radial Cycle Network (Figure 5. 9 )

5.2 FTAP 1: Improvements on Reading Road South between Fleet Road and Aldershot Road 5.2.1 This involves a series of improvements between The Oatsheaf junction and Heatherside School on Reading Road South, including the Aldershot Road traffic signals. The five main components are:  The Oatsheaf Junction;  Albert Street and Clarence Road Junctions with Reading Road South;  Aldershot Road/Connaught Road Junction;  Reading Road South and Basingstoke the Canal Bridge;  Review of controlled pedestrian crossings in vicinity of Heatherside Schools.

5.2.2 For each of these a series of options were investigated. Some considerable detail was required as in a number of locations such as the canal bridge there are major width constraints and to widen adds considerably to cost. The recommendations are detailed below by section.

Oatsheaf Junction 5.2.3 A variety of options were investigated at the existing traffic signal junction to improve highway capacity and provide facilities for pedestrians and cyclists. The preferred option is shown on Figure 5.1. Fleet Road and Crookham Road approaches would continue to run together. This option maintains the separately staged Reading Road right turn movements for road safety reasons. The addition of 3.0m wide central islands will permit staggered controlled crossings to be provided on all arms except Crookham Road, which improves the capacity operation of the junction.

Reading Road North Crookham Road

5.2.4 A cycle traffic survey undertaken at the junction indicated there were 210 cycle movements during a 12 hour period. The dominant cycle movement occurred between Fleet Road and Crookham Road, which accounted for 50% of the cycle flow. Only 7% of cyclists were turning right between Reading Road South and Fleet Road. It is not possible to combine the preferred option with dedicated on road cycle facilities including an advanced cycle stop line due to lack of highway land on the Reading Road south corner of the junction.

Albert Street and Clarence Road junctions 5.2.5 The preferred proposal includes widening the existing carriageway along the entire western side of Reading Road South to form two northbound lanes as shown on Figure 5.1. Land take is minimised, but there is still room for the inclusion of a dedicated right turn lanes where required. This layout much improves the operation of the Albert Street and Clarence Road junctions with suffer from delays and accidents. The footway is narrowed slightly, but a standard 1.8m width is still retained throughout. The proximity to residential properties at the western section will not facilitated further widening of the footway to 3m for shared off-road facilities for cyclists.

View South along Reading Road South at junction of Albert Street

Aldershot Road / Connaught Road junction with Reading Road South including the Canal Bridge 5.2.6 A number of options were considered at the junction, which sought to improve the operational capacity of the junction and to accommodate better crossing facilities for pedestrians. Overall, the preferred option had to include widening over the canal bridge as this allows significant benefits in road capacity and pedestrian road safety. This scheme is shown on Figure 5.1. It allows a separately staged right turn to be provided which adds storage capacity so the ahead movement on Reading Road South northbound will not become blocked.

Reading Road South / Aldershot Road Junction

5.2.7 In the short term implementing optimised timings at the junction would allow for more traffic to flow along Reading Road South southbound during the evening peak, although this may result in right turning vehicles having less opportunity to turn in gaps with the resultant blocking occurring for the northbound traffic under the current layout.

5.2.8 Widening over the canal bridge will allow a separately staged right turn to be provided with sufficient storage capacity so that ahead movement on Reading Road South northbound will not become blocked. This will improve capacity at the junction. 48

Reading Road bridge, west elevation

Land to north west corner of Reading Road bridge

5.2.9 The existing canal bridge was built in 1953 and it currently supports a two lane carriageway, with 1.8m wide footways to either side. The load carrying capacity of the bridge was assessed in 1993, which identified that it was just satisfactory for 40 tonnes live loading in the carriageway only. Several bridge options were considered to increase the number of vehicle lanes from two to three, and therefore impose more vehicle loading on the carriageway:  Option 1 : Provide three 2.7m lanes on the existing bridge, and one 1.8m pedestrian footway on the existing bridge;  Option 2 : Provide three 3.0m lanes on the existing bridge, and construct a new 3.0m wide footbridge adjacent to the existing bridge;  Option 3: Widen the existing bridge to provide three 3.0m lanes and two 2.0m footways.

5.2.10 Structural analysis has shown the existing bridge deck cannot support the increased loading for any of these options. Therefore the complete bridge deck would need to be replaced for all of the options. Option 1 on a new bridge deck would squeeze on-road cyclists sharing the carriageway and the loss of one footway at a junction well used by pedestrians is not desirable. Providing a separate footbridge adjacent to a new carriageway deck cannot be justified financially. On balance, the preferred option is a variation of Option 3, whereby a new bridge deck is provided on strengthened existing bridge abutments as the construction phase is less disruptive with a relatively short period for the full road closure. It does however assume the abutments can be reused and the utilities can be diverted without the need for a lengthy road closure.

5.2.11 Pedestrian flows across Aldershot Road indicate that a controlled crossing is required. A staggered crossing arrangement would be preferred due to the width of the carriageway and benefits of highway capacity. Under the proposals the existing uncontrolled crossing on the Reading Road South northbound arm will be retained and the southbound replaced with a staggered pedestrian crossing.

5.2.12 Consideration was given to providing on road cycle lanes but given the necessary width required on each side of the junction there is little scope to provide these without greater widening over the canal. Increased carriageway widening would have a detrimental effect of the gradient of the access to the canal car park and the general 50

alignment of the junction. There is also limited scope on the footway to increase the width to provide off-road cycle facilities. Controlled crossing widths would also need to be increased and the central islands widened to 4 metres if crossings were to be used for cyclists.

Carthona Drive Heatherside School Controlled Crossing 5.2.13 Consideration was given to providing a controlled crossing at the location of the existing uncontrolled crossing point to the north of Carthona Drive. Figure 5.2 indicates the proximity of the boundary walls and the curved alignment of Reading Road South which means that there is insufficient forward visibility at the existing uncontrolled crossing to satisfy design requirements for a controlled crossing at this location.

Entrance to Heatherside Infants and Junior Schools

Investigation and scheme development with the Heatherside schools produced a solution with a puffin controlled crossing provided at the western end of the school, subject to the secondary exit being closed and the main entrance being used for the majority of the time. In addition to works on the highway it would be necessary to undertake some accommodation works within Heatherside school site to incorporate pedestrians and vehicle access /egress changes within the school grounds.

5.3 FTAP 2: Fleet Eastern Access 5.3.1 This scheme aims to encourage traffic travelling north to south away from the built up area of Fleet and to transfer onto an alternative, more suitable route. The idea being that there could be series of modest highway or junction improvements combined with signage. Table 5.1 below shows the roads involved and Figure 5.3 shows these in plan. While, not the most direct route the following alterations are proposed so it is made easier for traffic to use this route:  Consistent signage and an ‘A’ or ‘B’ class road number;  Change the ‘Windy Gap’ the A323/Aldershot Road junction to a roundabout or traffic signals;  Improve the junctions with Kennels Lane with Ively Road and Summit Avenue;  Consider some on road improvements to Kennels Lane.

Table 5.1: Existing Characteristics of Fleet Eastern Access Roads Road Classification Street Lighting Speed Limit Aldershot Road, Unclassified Only at western 30mph and Church Crookham limit 60mph Fleet Road A323 No 60mph Ively Road Unclassified No 60mph Kennels Lane Unclassified No 60mph Summit Avenue A327 Yes 40mph

Signage of Route 5.3.2 The route would be allocated an ‘A’ or ‘B’ route number and at each junction signage would indicate the route. The route is essentially from Church Crookham to M3 Junction 4A.

Windy Gap / A323 / Aldershot Road Junction 5.3.3 Some preliminary schemes were drawn up of the junction layouts based on traffic signals or a roundabout. The roundabout benefits in terms of consistent junction treatment and not reducing the speeds, but relies on land from the MOD, which would need to be investigated. The traffic signals option is the long term preferred scheme, which requires the A323 Fleet Road being subject to a 50mph speed limit.

View north along A323 Fleet Road towards junction with Aldershot Road

5.3.4 As part of the consented re-development of Hartland Park, an interim improvement at this junction will be carried out. These works will include improvements to the right turning facilities, and will provide both capacity and safety benefits. The Interim improvement works will be constructed as part of the development proposals, which are expected to come forward between 2011 and 2015.

Kennels Lane Junction Improvements with Summit Avenue 5.3.5 The junction arrangements at the junction of Summit Avenue with Kennels Lane are complex with the main problem being southbound traffic from M3 Junction4A having to carry out a ‘U’ turn manoeuvre at the Summit Avenue roundabout to the east. Several schemes were drawn up and tested. The preferred scheme is a new direct connection onto the western roundabout, but this involves a realignment of the road with environmental impacts and some land required from the MOD. There remains a desire to carry out improvements here, but an obvious solution remains elusive. It is recommended that the improvement remain in the programme although difficult to achieve.

Improvements to Kennels Lane 5.3.6 Kennels Lane is narrow in places and has two notable 90 degree bends which cause difficulty if larger vehicles meet. Originally the road was to be realigned as part of the Farnborough Business Park highway improvements. However, it is understood that the scheme become environmentally unacceptable, so the existing road will be retained.

5.4 FTAP 3: Aldershot Road, Fleet 5.4.1 In conjunction with the FTAP 1 and FTAP 5 the brief indicated that various options being investigated to see if changes to Aldershot Road, Fleet would benefit traffic congestion and the operation of the traffic signals as the junctions of Norris Hill Road and Reading Road South.

5.4.2 The section of road being looked at is the A323 Aldershot Road between Kings Road and Reading Road South. It is a wide urban residential street in the centre of Fleet. Subject to 30mph speed limit and fully street lit. Existing traffic signals are provided at each end with the junctions of Norris Hill Road and Reading Road South. There is a local perception that there are high levels of traffic using Aldershot Road as a through route contributing to the traffic congestion on Reading Road south between the junction of Reading Road and the Oatsheaf junction.

5.4.3 Options investigated were a road closure and change of road status, down grading from the A323. Daily flows are about 6000 per day and peak hours 700 -800 vehicles per hour.

5.4.4 In conjunction with simplifying the operation of the Traffic Signals at the Reading Road South/ Connaught Road junction, it was proposed in October 2007 to close Aldershot Road at its western end between Connaught Road and Rochester Grove. To do so would require a change in classifications for the surrounding roads and a diversion of traffic to either of the following roads: (i) Aldershot Road, Church Crookham: Unclassified to A323 and Reading Road South : B3013 to A323; or (ii) Kings Road : B3010 to A323 and Fleet Road : A3013 to A323

5.4.5 Implementing a road closure regardless of which route option is chosen will follow route (i) as it is more direct and shorter than route (ii). There would be additional traffic adjacent to the Heatherside Schools which would not be supported locally, nor will extra traffic being forced along Kings Road and Fleet Road (high street) which has recently be traffic calmed.

5.4.6 No changes to the status of the A323 Aldershot are recommended.

5.5 FTAP 4: Fleet Rail Station and Access to the Station 5.5.1 Fleet Station has two entrances, one to the north of the railway off Minley Grove with a small car park and terminal and to the south the main entrance with a large car park and slightly bigger terminal. The main access is via the Fleet Road, Elvetham Road and Waterfront Business Park roundabout. Currently there is no pedestrian provision at this roundabout.

Cyclists travelling from central Fleet use an on-road cycle route that stops just south of Elvetham Road, where cyclists are encouraged to travel off-road to the station via cycle/pedestrian refuge. The route terminates at the highway/railway forecourt boundary.

Therefore pedestrians and cyclist find it difficult to access the station because at peak times the road is very congested and difficult to cross. The station forecourt on the south side also causes problems, as there is no pedestrian and cycle provision.

At present there is a large waiting area for buses and taxis, a small drop off area for cars and then the entrance to the car park. This entrance is often double parked, due to the limited amount of space in the car park.

Improvements at the station can be grouped into five main items:  Station improvements as part of the National Rail Improvement Programme. It is on Network Rail land and while there has been consultation with HCC and HDC it is essentially an improvement carried out by South West Trains. The scheme will include a new over bridge with lifts so it is Disabilities Discrimination Act compliant as an initial improvement. Later there are plans for upgrading waiting, ticketing ,toilet facilities and a modular station;  Upgrade the station forecourt. The preferred layout is being progressed by HCC in partnership with South West Trains and includes additional cycle parking, improved provision for buses, taxis and kiss and riders;  Access roundabout. The existing roundabout allows undisrupted access for buses and other vehicles approaching from central Fleet. Buses approaching from the north would benefit from and improved left turn, but carriageway levels between the highway and station forecourt would need to be adjusted. Therefore the left turn is unlikely to be implemented until major maintenance is undertaken on the highway and/or improvements to the station forecourt;  Pedestrian & cycle access;  Station Travel Plan.

5.5.2 For several of the proposals, alternative options have been considered as detailed below.

The Station Forecourt 5.5.4 The rail station forecourt has been subject to a number of layout options and these have been discussed with the consultation bodies, South West Trains and HCC.

There is a key need for improvements to bus facilities, cycle parking, kiss and ride and car parking.

5.5.5 Figure 5.4. shows the preferred feasibility proposals for the forecourt which have been developed with input from Network Rail and Southwest Trains. The layout will be further modified as railway improvements to the station buildings and car parking are finalised and detailed design progressed in partnership with Network Rail and Southwest Trains.

The Access Roundabout 5.5.6 The access roundabout has been subject to a detailed assessment with alternative scheme options which can broadly be considered as an improved roundabout or traffic signals. Signalisation while potentially offering access and road crossing benefits added significant delays to all traffic. An enlarged roundabout was not feasible in the short term as it required substantial third party land with impact to the rail bridge and the substandard angle of approach from Elvetham Road may if implemented necessitated closure of the arm. Options also exist to carry out a major maintenance exercise of Fleet Road between Kings Road and the rail station which will provide the opportunity to introduce some improvements.

5.6 FTAP 5: Traffic Management Review 5.6.1 A review of traffic management was carried out in the study area. This included two main elements, reviewing traffic signal junctions and pedestrian crossing locations. In terms of the signals this aimed to identify the main pinch points and those with potential for improvements. There is much overlap as traffic signal improvements can often involve adding phases or facilities for pedestrians. The main junctions considered were Aldershot Road Junction and Canal Bridge (covered in FTAP 1), the Oatsheaf Junction (covered in FTAP 1); Fleet Station Roundabout (covered in FTAP 4) and A323 Fleet Road / Aldershot Road (covered in FTAP 2). This left five areas of analysis as follows:  Pondtail Road / Aldershot Road / Kings Road / Norris Hill Road  Cycle and pedestrian crossing provision at junction with the Waterfront Business Park Exit;  Kings Road / Fleet Road; 57

 Cathona Drive Heatherside School controlled crossing;  Uncontrolled pedestrian crossings across the network.

Pondtail Road / Aldershot Road / Kings Road / Norris Hill Road 5.6.2 These traffic signals can have the timing optimised to achieve increased highway capacity. An option exists to add either a pedestrian crossing or cycle crossing facility. Whether implementing the pedestrian crossings on Kings Road and Aldershot Road or the alternative the cycle facility, the impacts of these options are broadly similar. Both would operate within capacity in the PM peak, marginally better than the existing junction performance. In the AM peak the impact is more noticeable with all arms except Norris Hill Road being oversaturated.

Pedestrian & Cycle Crossing at the Waterfront Business Park Exit 5.6.3 This is located near to the rail station and there is already traffic signals at the junction south the business park just south of the station. A toucan crossing on the southern side of the junction is preferred because it would be easier for pedestrians and cyclists to cross the Waterfront Business Park access road, which is one way compared with the residential access road that is two way.

Kings Road / Fleet Road 5.6.4 A number of options were looked at which mainly aimed to provide increased road safety for pedestrians and cyclists. With a recent toucan crossing introduced to the south of Kings Road and one proposed south of the Waterfront Business Park a further crossing was not considered necessary. Two main options were identified which added a cycle lane on the Kings Road approach to the junction as follows:  Option A: Includes a central advisory cycle lane between the two approach lanes with an advanced cycle stop line for cyclists. This option retains the left filter lane;  Option B: Has a nearside advisory cycle lane and an advanced cycle stop line fro cyclists. The left turn filter would need to be removed.

5.6.5 Both options have been identified as feasible and nearer to implementation establish the preferred. A scheme at the Kings Road / Albert Street junction was also

looked at but was rejected due to on street parking problems and the need to restrict movements in and out of Pinewood Hill.

Uncontrolled Pedestrian Crossings 5.6.6 The study progressed options for improved pedestrian access within the study area. This focused on accident reduction locations and there was useful feedback from the panel regarding pedestrian facilities. These helped to identify the main routes, locations for pedestrian refuges and controlled crossings. The panel identified 17 additional crossing points for investigation in addition to the toucan crossings already being investigated on Reading Road North and South as shown below on Figure 5.5.

5.6.7 Each crossing point was assessed and providing the carriageway was wide enough and there were no conflicts with driveways sites were checked to see if pedestrian refuges could be provided. All crossing points identified by the Consultative Panel as key severance points where feasible to provide a suitable solution at the following locations:  Aldershot Road, a controlled crossing between Ewshot Road and Gables Road;  Aldershot Road between Sandy Lane and Gally Hill Road;  Aldershot Road between Rounton Road and Haig Lane;

 Velmead Road junction with Warren Close;  Gally Hill Road junction with Coxheath Road;  Gally Hill Road junction with Ferndale Road;  Aldershot Road junction with Regents Street;  Aldershot Road junction with Albany Close;  Kings Road adjacent to Oakley Park;  Kings Road junction with Kent Road;  Crookham Road junction with Glen Road;  Elvetham Road junction with Church Road;  Crookham Road junction with Loxwood Avenue;  Aldershot Road junction with the Cedars.

5.7 FTAP 6: Basingstoke Canal Pedestrian & Cycle Bridge 5.7.1 A demand was established to provide an additional crossing over the Basingstoke canal between Reading Road South and Norris Hill. A new bridge would create a more direct route for pedestrians and cyclists between Church Crookham and Fleet Station. It would also improve access between residential areas and the town centre and local schools. Two main locations were examined which are shown on Figure 5.6:  between Holland Gardens and Durnsford Avenue;  between Priors Keep and Aldershot Road.

5.7.2 The Holland Gardens scheme is preferred as it is more centrally positioned between the existing bridges, was expected to have greater usage and was technically easier. For the Priors Keep option, access at either end of the proposed crossing point is severely restricted and would not be suitable for cranes or other large plant required during the construction phase. On both sides of the canal there is insufficient distance between the canal and the carriageways in Priors Keep and Aldershot Road to accommodate DDA compliant ramps. Third party land would be required at either end of the footbridge to provided sufficient space for folding ramps and any steps that are deemed necessary, as well a providing the minimum 2.0m width path between the two houses on the Aldershot Road side.

Holland Gardens end of proposed footbridge

Durnsford Avenue end of proposed footbridge

5.7.3 The Priors Keep route benefits by providing a more direct link between the schools off Velmead Road south of the canal to residential areas to the north which currently route via Norris Bridge. There are however significant constraints to delivery that would prevent the provision of a pedestrian bridge at this location.

Path between houses at Aldershot Road end of proposed footbridge

5.7.4 Alternative design options for the Holland Gardens bridge were considered for the type of structure as shown below. There are some alternatives available which include a reduced headroom over the towpath, that reduces costs and the inclusion of a staircase on the north side connecting directly to the towpath adding to cost. steel, both for the main span and the approach ramps, supported on steel columns; or

steel, both for the main span and the approach ramps, clad in timber, supported on steel columns.

5.7.5 To provide a link across Basingstoke Canal providing access along the route the construction of a new bridge across the canal between Holland Gardens and Lunsford Avenue was recommended.

5.8 FTAP 7: Bus Service and Infrastructure Improvements 5.8.1 Back in 2007 when the study was undertaken bus services tend to not be well used in the study area, however there is potential for significant improvements to bus services and facilities. The existing services and infrastructure are indicated on Figure 5.7. There was consultation feedback from Hampshire County Council Passenger Transport Group and input from the stakeholder panels which identified a number of options:  The key priority routes that need to be retained are Routes 72 and 73, since they provide a direct link between the study area, town centre and rail station. There are no planned improvements to services and as these are subsidised, and to retain these could be a challenge in the current economic climate. However, in association with new developments such as QEB some improvements to services may be achieved on routes from Church Crookham, Fleet centre and rail station;  There is potential to improve the bus stop infrastructure on routes 71, 72 and 73. This would include more shelters, higher kerbs for easy access, better information and real time passenger information at key stops. A detailed survey of the bus stops has been carried out and facilities reviewed;  There is potential to improve the buses themselves, so they are more comfortable, up to date and with low floors;  There is potential to develop more bus services with the rail station as: o PlusBus or equivalent could be introduced which combines train and bus tickets; 63

o The rail station car park is overcapacity and some additional drivers may consider a bus alternative; o Increasing frequency to 3 per hour would have advantages, as the train service tends to operate at that frequency.  The bus services currently suffer from peak hour delays. This affects punctuality and reliability within Fleet. With increased traffic in the future, this will become worse and will make buses less attractive, unless some priority for key routes is identified;  It is difficult to identify locations for bus priority, such as bus lanes within Fleet, as there is rarely enough space available for these;  Areas not served by buses would be covered by Dial a Ride and Community Transport services offered by HDC, as referred above, the ‘Call and Go’ scheme;  A Quality Bus Partnership (QBP) route for Fleet would not be appropriate as there is little evidence of any significant potential growth in patronage on the routes within Fleet that could justify QBP status.

5.9 FTAP 8: Fleet Cycle Network 5.9.1 Investigations took place to identify the buildability of a network of cycle routes around Fleet. A stakeholder workshop was held, the feedback is shown on Figure 5.8 below that gave the 4 ‘top’ cycle routes (Routes 1, 2, 3 and 5), missing routes, other named routes, locations for cycle refuges, locations for controlled crossings.

5.9.2 Detailed survey work was carried out and particular attention was taken of routes to schools and the rail station as these tend to be the most popular cycle destinations. In terms of the schools the School Travel Plans these were very helpful in this and notably links have been established to Calthorpe Park School.

5.9.3 Twelve main cycle routes emerged as shown on Figure 5.9. Each route has been carefully considered and reviewed and this included walking each of them with stakeholder. Section 6 details the 12 routes and below they are listed as follows:  Cycle Route 1: Fleet Spine South – Greenways  Cycle Route 2: Crookham Road – Crookham to Fleet Town Centre  Cycle Route 3: Hart Leisure Centre to Fleet Town Centre  Cycle Route 4: Fleet Town Centre to Elvetham Heath  Cycle Route 5: Fleet Town Centre to Fleet Railway Station  Cycle Route 6: Church Crookham East to Fleet Spine South  Cycle Route 7: Fleet Spine North – Kings Road and Reading Road South  Cycle Route 8: Church Crookham to Fleet Spine South  Cycle Route 9: Norris Bridge to Fleet Road  Cycle Route 10: Hart Leisure Centre to Crookham  Cycle Route 11: Hart Leisure Centre to Elvetham Heath  Cycle Route 12: Fleet Railway Station Commuter Link

5.10 Summary of Findings from FTAP 1-8 5.10.1 The FTAP 1-8 studies identified a range of options to address each issue identified and can be summarised as:  FTAP 1: Identified highway improvements along Reading Road South between and including the Oatsheaf Junction and the Canal Bridge;  FTAP 2: An alternative route for traffic to the east of Fleet, known as the eastern ‘B’ Road;  FTAP 3: Aldershot Road between Reading Road South and Norris Bridge, no change in status is recommended;  FTAP 4: Fleet rail station. Significant improvements are recommended to the station itself, the station forecourt, the access junction and access by pedestrians and cyclists;  FTAP 5: A traffic management review took place with a series of junction improvements were there are delays and /or difficulties for pedestrians and cyclists. There was also a major review of pedestrian crossing improvements with a large number of controlled and uncontrolled proposals;  FTAP 6: A new bridge crossing of the canal for pedestrians and cycles between Holland Gardens and Durnsford Avenue;  FTAP 7: A number of bus service and bus infrastructure improvements have been identified;  FTAP 8: An extensive network of cycle routes adding 12 new routes.

5.11 Scheme Development Stage Stakeholder Consultation

5.11.1 A well-structured and extensive consultation was key to the development of the Fleet TAP and the stakeholder groups were the basis of this. There were three groups that met regularly which had a major input to the development of issues and options during the study period. These three groups were as follows:

 Officer Group - Hampshire County Council, Environment officers (Strategic Transport, Development Control & Engineering Consultancy) from and Hart District Council (Highways & Planning) and there were 10 meetings during the study period.

 Steering Group - Chaired by County Councillor Wheale, including Officer Group members and special invitees. Invitees (other County and Hart District councillors and officers) were included when local knowledge was required for a specific area. There were 8 meetings during the study period.  Consultative Panel - Chaired by County Councillor Wheale, including Officer Group, Hart District Council members, town centre manager, School liaison representative for all Fleet schools, access groups and plus special invitees. There were 3 meetings during the study period. 5.11.2 It became apparent that the eight FTAP study areas proposals tended to fall into two strategies:  Accessibility covering pedestrian, cycle and public transport proposals;  Traffic Management and Congestion Relief covering traffic management & highway proposals.

5.11.3 Between July and December 2008 the Consultative Panel and other Key Stakeholders were consulted to prioritise schemes identified by the two TAP strategies Accessibility and Traffic Management and Congestion Relief into:

 Shorter Term proposals: Implementation within first five years of TAP

 Medium Term proposals: Implementation between year six and ten of TAP

 Longer Term proposals: Implementation between year ten and twenty of TAP

Other Key Stakeholders consulted were the Head Teacher and Chairman of Governors for all 14 Fleet schools; emergency services; rail and bus operators; Parish and Town Councils; and adjacent wards to FTAP area.

5.11.4 A total of 76 stakeholder were sent a consultation pack for which 40 supplied a completed questionnaire or commented on the proposals. For the full analysis of the comments refer to the Fleet TAP companion document1 ______1 Fleet TAP companion document ‘Fleet TAP 2008 & 2010 Consultation Review and Steering Group approved changes to TAP, February 2011, Environment, Hampshire County Council, available to down load from Fleet TAP website see page 119

This page is intentionally blank

6. Draft Fleet TAP 6.1 Introduction

6.1.1 The level of feedback on the emerging Fleet TAP showed good support for the proposals together with areas where further study may be required. On the direction of the Steering Group, the draft Fleet TAP booklet was produced, in order that the TAP could undergo full public consultation, prior to adoption. The draft action plan comprised un excess of 60 schemes of which 34 were physical schemes with full cost estimates (fees, works, risk) in support of the TAP. The draft Fleet TAP booklet also addressed the non engineering transport measures, such as smarter choices.

6.1.2 This section of the report identifies the draft TAP access plan and the schemes that were proposed to support each strategy as presented for public consultation. To assist with referencing the proposals, a unique number is allocated to each proposal with a prefix corresponding to the main mode of transport. The proposals are identified under five main strategies:  Pedestrian & cycle (reference: PC);  Bus (reference: BS);  Rail (reference: RL);  Smarter choices (reference: SC);  Traffic management and highways (reference: TM).

6.1.3 The Fleet TAP has a duty to ensure it reflects the access needs of the local community. Developing the plan involved consultations with stakeholders and analysis of information to identify the character of the local community and its varied access needs. The results from the work and consultations helped produce the recommendations. These aim to be fair and provide equal access to the town centre regardless of age, race ethnicity, religion, disability, gender, sexual orientation, mobility and social and geographical exclusion (e.g. people on low incomes and those living in areas with poor transport links such as rural villages).

6.2 Draft Access Plan Pedestrian and Cycle Strategy 6.2.1 There is a strong theme within the Fleet TAP to promote walking and cycling and Policies 2 and 3 of the Fleet TAP directly seek to do this. In addition, other policies such as Policy 1 which relates to improved access to the town centre and Policy 7 on reducing accidents are also very relevant to pedestrians and cycles.

6.2.2 The consultation improvement proposals for walking and cycling included improved crossings, creating a new bridge over the Basingstoke canal and an extensive cycle network. The main components of the pedestrian and cycle strategy were as follows:  13 Cycle routes (9 part shared with pedestrians), PC1-13;  Pedestrian & cycle canal bridge, PC14;  14 uncontrolled pedestrian crossings,1 pedestrian and cycle proposals PC15 a-n;  Pedestrian phases added to three existing traffic signal junctions; 1 new puffin crossing and three new toucan crossings , proposals PC16-19;  Several of the traffic management and highway proposals referred to later include pedestrian and cycle facilities.

6.3 Cycle Network 6.3.1 Feasibility work was carried on the identification of 12 main cycle routes. In most cases the cycle routes are also available for pedestrians. The following recommendations are proposed for each:

PC1: Cycle Route 1: Fleet Spine South – Greenways – Reading Road South to QEB 6.3.2 The route is recommended to be implemented when funding becomes available from the QEB development . This route has the potential to be well used by children accessing Court Moor School as shown on Figure 6.1 (Cycle to Secondary Schools Survey) Liaison with Court Moor School will be required to provide a link to the rear of the school/cycle shed. Negotiation will need to be undertaken with the owner of Basingbourne Heath, Fleet Town Council.

PC2: Cycle Route 2: Crookham Road– Crookham to Fleet Town Centre 6.3.3 . Further investigation is required into providing speed reducing features along Crookham Road. The pinch point created by Coxheath Road Bridge will require further investigation.

PC3: Cycle Route 3: Hart Leisure Centre to Fleet Town Centre 6.3.3 This route is high priority as identified by all stakeholder consultation to date. This route has the potential to be well used by children accessing Calthorpe Park School as shown on Figure 6.2. Some additional investigation is required into providing a toucan crossing on Reading Road North, including modification of the Calthorpe Park access, proposal PC19. Investigations to include:  Soil and environmental surveys;  Shared use by both pedestrians and cyclists from Calthorpe Park School.

PC4: Cycle Route 4: Fleet Town Centre to Elvetham Heath 6.3.4 Scheme requires a Traffic Regulation Order to provide a one-way system in Sunnyside, which is recommended to be progressed before further design is undertaken. If this is not granted, further investigation will be required to provide maximise off road sections of the route..

PC5: Cycle Route 5: Fleet Town Centre – Fleet Rail Station 6.3.5 This is an improvement on the existing route, which is well used by cyclists as shown Figure 6.2. To be delivered in conjunction with PC16: toucan crossing phase at the Fleet Road/Waterside Business Park junction. The implementation of the route requires partnership working with Southwest Trains and Network Rail as the scheme ends at Fleet Station. It will also be necessary to carry out further investigations into providing drainage along Fleet Road.

PC6: Cycle Route 6: Church Crookham East to Fleet Spine 6.3.6 This route could be implemented when funding becomes available and is likely to coincide with the development of the QEB. This route will provide the link between the site and Fleet Town Centre.

PC7: Cycle Route 7: Fleet Spine North – Kings Road to Reading Road South. 6.3.7 This scheme was to be implemented in conjunction with pedestrian and cycle bridge over the canal, PC14. Further investigation into widening the tow path along the canal would be required. The Basingstoke Canal is a SSSI and the relevant bodies would be consulted and involved during the design. This would link with route PC13 along the canal.

PC8: Cycle Route 8: Church Crookham to Fleet Spine South 6.3.8 This route could be implemented when funding becomes available and is likely to coincide with the development of the QEB.

PC9: Cycle Route 9: Fleet Road to Norris Bridge 6.3.9 Part of a route along Kings Road and was identified by stakeholders as a high priority scheme .To be implemented in conjunction with highway improvements to junctions, proposals TM2a (Pondtail Pedestrian Phase) and TM2b (Advanced Cycle Stop Line on Kings Road approach). Investigations will be needed on the following issues:  A review of the route along (off road) Norris Hill Road, to link with the existing route on Ively Road;  Connections with the Fleet and Farnborough;  Inclusion of cycle phase at TM2a in conjunction with the extension of the PC9 off-road to Norris Bridge; and  Linkage with route PC13 along the towpath.

PC10: Cycle Route 10: Hart Leisure Centre to Crookham 6.3.10 Investigation to be undertaken when funding becomes available to investigate an extra link between PC10 and PC3 giving Tavistock Infants School and All Saints Junior School more direct of-road access to the town centre.

PC11: Cycle Route 11: Hart Leisure Centre to Elvetham Heath 6.3.11 This route was identified by stakeholders as a high priority scheme. This route is well used by children accessing Calthorpe Park school as shown on Figure 6.1 Further investigations are required regards to Tree Preservation Order surveys and linkage options to Elvetham Heath north of the railway. 72

PC12: Cycle Route 12: Fleet Railway Station Commuter Link 6.3.12 . The implementation of the route requires partnership working with Southwest Trains and Network Rail as the scheme ends at Fleet Station. Further consultation with Fleet Pond and the Defence Agency is required. If the route is to be implemented and design is to be taken forward it will create a much required link between Fleet, Farnborough and several business parks in Ancells Farm and Cove as well as connect better with the rail station.

PC13: Cycle Route 13: Basingstoke Canal 6.3.13 This route was been added to the network following feed back from the stakeholder consultation . It is a leisure route which extends along the canal from Crookham in the west to Ively Road in the east. An informal surface treatment is proposed which is consistent with that provided on the tow path in Surrey.

New Canal Bridge (PC14) 6.3.14 It was proposed to construct a new bridge across the Basingstoke canal between Holland Gardens and Durnsford Avenue (PC14). A bridge between the Reading Road South Bridge and Pondtail Bridge would create a more direct route for pedestrians and cycles accessing this area of Fleet and Fleet Station.

Pedestrian & Cycle Crossings (PC15-19) 6.3.15 There are fourteen proposed locations where uncontrolled pedestrian crossings were proposed and one for pedestrians and cycles. They are listed below and include eight with a refuge and six without a pedestrian refuge:  PC15a: Aldershot Road between Ewshot Road and Gables Road, with a refuge. Pedestrians only;  PC15b : Aldershot Road (CC) between Sandy Lane and Gally Hill Road, with a refuge. Pedestrians only;  PC15c: Aldershot Road between Rounton Road and Haig Lane, without a refuge. Pedestrians only;  PC15d: Gally Hill Road, south with junction with Coxheath Road, with a refuge. Pedestrians only;

 PC15e: Gally Hill Road, north of junction with Ferndale Road, without a refuge. Pedestrians only;  PC15f: Aldershot Road, east of junction with Regents Street, without a refuge, also links into pedestrian and cycle route PC7. Pedestrians only. Cyclists to dismount to use crossing;  PC15g: Aldershot Road, junction with The Cedars, without a refuge. Pedestrians only;  PC15h: Aldershot Road, west of junction with Albany Close, without a refuge. Pedestrians only;  PC15i: Kings Road adjacent to Oakley Park exit, with a refuge, also links with pedestrian and cycle route PC7 and cycle route PC9. Pedestrians only. Cyclists to dismount to use crossing;  PC15j: Kings Road junction with Kent Road, with a refuge. Pedestrians only;  PC15k: Velmead Road, north of junction with Warren Close, with a refuge. Pedestrians only;  PC15l: Elvetham Road, west with junction of Church Road. With a refuge and links to cycle route PC4. Pedestrians only. Cyclists to dismount to use crossing;  PC15m: Crookham Road junction with Glen Road, with refuge. Pedestrians only;  PC15n: Crookham Road junction with Loxwood Avenue, with refuge. Pedestrians only.  PC15o : Reading Road North at Calthorpe Park entrance, with a refuge. Pedestrians and cyclists. A shorter term interim scheme, prior to PC19 below.

6.3.16 There were four controlled crossings proposed at the following locations which make up proposals PC16-19 as follows:  PC16: Toucan phase added to aide pedestrian and cyclists to cross Fleet Road at the Waterfront Business Park;  PC17: Puffin Crossing at Reading Road South / Carthona Drive Heatherside School; 74

 PC18: Toucan Crossing on Reading Road South between Haywood Drive and Greenways;  PC19: Toucan Crossing on Reading Road North at Calthorpe Park. Implementation of this crossing in the short term was subject to modification of the existing vehicle access into Calthorpe Park and full pedestrian and cycle usage surveys. If justification in the short term cannot be achieved then an uncontrolled pedestrian and cycle crossing with refuge PC15o is recommended to be implemented in the short term. Should PC15o be implemented it is also recommended that regular pedestrian and cycle usage surveys are undertaken at the crossing will the option to upgrade to PC19 toucan crossing in the medium term. Further investigation is required with Fleet Town Council, Calthorpe Park owners in terms of modifying the access to the park.

6.3.17 Pedestrian & Cycle Crossing at the Waterfront Business Park Exit (PC16). This is located near to the rail station and there is already traffic signals at the junction south the business park just south of the station. A toucan phase added to the existing traffic signals on the southern side of the junction is preferred because it would be easier for pedestrians and cyclists to cross the Waterfront Business Park access road, which is one way compared with the residential access road that is two way. Further investigation is required in terms of where on road cyclists in Fleet Road access the crossing point. To be implemented in conjunction with cycle route PC5.

6.3.18 Carthona Drive Heatherside Schools Controlled Crossing (PC17). Consideration was given to providing a controlled crossing at the location of the existing uncontrolled crossing point to the north of Carthona Drive. There are design constraints to the implementation of this controlled crossing due to the proximity of boundary walls and the curved alignment of Reading Road South restricting forward visibility. Investigation and scheme development with the Heatherside schools produced a solution with a puffin controlled crossing provided at the western end of the school, providing the secondary exit was closed and the main entrance being used for the majority of the time. PC17 includes associated accommodation works within Heatherside school site to incorporate pedestrians and vehicle access changes within the school grounds.

6.4 Bus Strategy 6.4.1 Policy 4 of the TAP seeks to promote bus travel. Bus and community transport in the Fleet area plays an important role in providing access to locations, particularly for those without a car or with limited mobility. Good public transport provision also allows people an alternative to car ownership and car journeys, which helps low income households avoid the cost of a car and also reduces car use.

6.4.2 Bus improvements have been split into service and infrastructure proposals. In terms of bus services, the main proposals are as follows:  BS1: Retain the existing routes 71, 72 and 73 which provide an important means of access throughout the Fleet area. Currently routes 71 and 73 receive a subsidy to operate. In terms of phasing this is a continuous measure;  BS2: Investigate the increase in frequency of bus service on route 73 to the rail station. Notably a 20minute frequency link between the town and the station which could also integrate in with rail service frequencies. ;  BS3: Encourage the introduction of ‘Plus Bus’ inter ticketing between rail and bus services. This is is largely up to the rail and bus operators to liaise, although local authorities can offer encouragement with for example set up funding to assist with the early months of the scheme;  BS4: Encourage the introduction of low floor buses to all routes by 2012. Although it could be introduced earlier, but this will depend on the bus operators;  BS5: Investigate the extension of route 73 to incorporate the proposed QEB development at Church Crookham. This is aimed to be phased in with the QEB development;  BS6: Retain the dial a ride service in the area, currently operating as ‘Call and Go’ which has an important function to less accessible locations and for the disabled. This is an on-going commitment as a continuous scheme. This service is provided by Hampshire County Council and Hart Town and Parish Councils;

6.4.3 Infrastructure improvement proposals are as follows:  BS7: Upgrade bus stop infrastructure in the Fleet area. To include higher kerbs for disabled access, additional shelters, better information and timetables and

seats. This is identified as an ongoing measure as some can be implemented quickly and at low cost and other will take more time;  BS8: Introduce Real Time Information to key bus stops, such as the town centre and rail station. This is aimed to be phased in with the QEB development;.

6.4.4 Other proposals also assist with bus improvements. These include:  Rail station improvements and notably the proposed forecourt (RL3);  Smarter Choice’s proposals, with travel plans promoting bus travel (SC1-3), journey planning kiosks (SC4);  Pedestrian improvements which make walking to and from bus stops better.

6.5 Rail Strategy 6.5.1 Rail services provide a high quality public transport link for travelling in and out of Fleet and are an important element of the Fleet economy. However, the rail station and access to it can be much improved and Fleet TAP Policy 5 seeks to deliver these improvements. . 6.5.2 The rail proposals focus entirely on Fleet rail station and as identified in Chapter 5 there are a number of potential improvements. The improvements are grouped into four main categories:  RL1: Disabilities Discrimination Act (DDA) compliant station improvements. These include a new over bridge with lifts. This is a shorter term scheme and has been planned for a number of years by SWT/ Network Rail and is part of the National Rail Improvement Programme.  RL2: Upgrade of rail station facilities and also to be carried out by South West Trains. The improvements are likely to include a modular station with better waiting, ticketing and toilet facilities and double decking of the car park. This is a longer term scheme and SWT/ Network Rails are understood to be looking for additional funding to deliver this. Meanwhile, interim improvements are also being considered and may be introduced.  RL3: Upgrade the station forecourt to improve accessibility and interchange with buses. The preferred layout as shown on Figure 5.4 includes additional cycle parking, improved provision for buses and measure to assist with access to the

rail station for pedestrians and cyclists. This is aimed to occur with the RL2 improvements;  RL4: Introduce additional cycle parking at the station. ;  Access roundabout. Identified as part of the highway improvement TM2b. There is a longer term ambition to undertake major highways maintenance along Fleet Road, between Kings Road and Fleet Station. This will include replacing the road surface on the roundabout, improving ride surface for bus access to the station and the provision of a left hand turn into the station for buses crossing the rail bridge.

6.6 Smarter Choices Strategy 6.6.1 Smarter choices have been shown to be a cost effective way of reducing the need to travel by car and encouraging walking, cycling and public transport usage. Fleet TAP Policies 1, 2 and 3 identify travel planning and smarter choices as a key set of proposals to assist in delivering the policy.

6.6.2 A series of proposals specific to travel planning and smarter choices have been identified below:  SC1: Progress with school travel plans in the area. There are a number already in place and these have been a useful input to Fleet TAP. There is a need to keep these updated;  SC2: Encourage the development of workplace travel plans for existing employers in the Fleet area. There are many workplaces in Fleet with some 5,000 jobs and there is much potential to encourage sustainable travel patterns with the introduction of workplace travel plans and practices;  SC3: Ensure that Travel Plans are produced in association with new developments. These are already a requirement of the planning process, but there is potential to make the monitoring and enforcement elements more effective;  SC4: Provide a journey planning kiosks in the area. Potential sites are town centre, rail station, leisure centre and Church Crookham;  SC5: Encourage the introduction of car clubs in the area. These are commonly being introduced throughout the country and can significantly reduce car

ownership. These are most likely to be introduced in association with town centre residential developments, but lower density areas may also benefit from car clubs;  SC6: Review locations and further study for electric vehicle recharging points. With electric cars being more commonplace, authorities need to plan for this. It is recommended that consideration is given to the locations of charging points, types of system available and the pricing of the service;  SC7: Other smarter choice initiatives to be progressed as and when opportunities arise. These might include the promotion of: o commuter forums; o travel wise style marketing campaigns; o personalised travel and journey planning; o travel portals; o rail station travel plan; o car sharing databases; o green logistics; o up to date walk & cycle maps; o car free housing and bike hire.

6.6.3 Most of the smarter choices proposals are on-going and have either not been costed or by their nature cannot be. The car club proposal (SC5) and the investigation for electric vehicle recharging points (SC6) are more recent additions to the proposals and views from the public on these will be especially welcomed.

6.7 Traffic Management & Highways Strategy 6.7.1 The traffic management and highways strategy aims to reduce vehicular delays by increasing road capacity which benefits vehicular traffic including public transport. This will help deliver Fleet TAP Policy 9 and will also manage traffic thereby helping non motorised traffic become safer and more attractive and contributing to Policies 1, 2 and 3. The proposals include junction layouts, traffic calming, highway safety such as adding in additional pedestrian and cycle crossing facilities. In terms of the strategy comprises four main elements:

 Widened road in Reading Road South between Fleet Road and canal road bridge. This includes replacing the Reading Road South canal Road Bridge;  Traffic Management Review with modifications to 4 traffic signal junctions;  Fleet eastern access;  A review of one-way streets in Fleet;

Improvements on the Reading Road South (A323) between Fleet Road and Aldershot Road (TM1) 6.7.2 This involves a series of improvements between the Oatsheaf junction and Heatherside Schools on Reading Road South, including the Aldershot Road traffic signals. There are three main components of the improvement: a) TM1a: The Oatsheaf Junction; b) TM1b: Reading Road South: Albert Street and Clarence Road Junctions; c) TM1c: Reading Road South: Aldershot Road/Connaught Road Junctions and the Canal Bridge; d) TM1d: Reading Road South: Canal bridge to Durnsford Avenue

6.7.3 For each of these a series of options were investigated and the recommendations are detailed below. a) Oatsheaf Junction (TM1a) 6.7.4 The preferred option is shown on Figure 5.1. This both maximises traffic capacity and also provides improved controlled pedestrian facilities. It is not possible to provide on road cycle facilities with this option due to lack of highway land on the Reading Road South corner of the junction. This scheme needs to to be implemented with proposal TM1b as the extra capacity gained by the improvements is needed for the Oatsheaf signal to continue to work effectively. In addition the proposal may need to change following completion Hart DC’s Fleet Vision.

b) Albert Street and Clarence Road junctions (TM1b) 6.7.5 The preferred proposal includes widening the existing carriageway along the entire western side of Reading Road South to form two northbound lanes as shown on Figure 5.1. Land take adjacent to the highway is minimised and this allows the inclusion of a dedicated right turn lanes where required. This layout much improves the operation of the Albert Street and Clarence Road junctions with suffer from delays and accidents. The scheme is also likely to include a banned right turn at the junction of Connaught Road and Aldershot Road. The footway is narrowed slightly, but a standard 1.8m width is retained throughout. This could be implemented on its own as it would still improve flow and capacity on the approach to the existing Oatsheaf junction. However, it cannot progress until completion Hart DC’s Fleet Vision as further modification might be required. c) Reading Road South: Aldershot Road/Connaught Road Junction and the Canal Bridge (TM1c) 6.7.6 The preferred option includes widening over the canal bridge as this allows a significant increase in capacity and improved controlled pedestrian crossings as shown on Figure 5.1 and 5.2. It includes a separately staged right turn to be provided which adds sufficient storage capacity so the ahead movement on Reading Road South northbound will not become blocked by the right turning traffic.

6.7.7 The preferred option for the bridge is to replace the existing bridge with a wider structure on the existing strengthened abutments. It does however assume the abutments can be reused and the utilities can be diverted without the need for a lengthy road closure. In addition the proposal may need to change following completion Hart DC’s Fleet Vision d) Reading Road South: Canal Bridge to Durnsford Avenue 6.7.8 This includes a number of features which mainly improve facilities for pedestrians as shown on Figure 5.2. The provision of a puffin crossing (PC17) at the western end of the Heatherside schools is subject to the secondary exit being closed and the main entrance being used for the majority of the time. TM1d and PC17 can be undertaken subject to funding without waiting for the outcome of Fleet Vision. It does however rely on further liaison with the Heatherside Schools with regard to the 81

associated accommodation works 3 that are required on the site to build PC17 in the preferred location.

Traffic Management Review with Modifications to 4 Additional Proposals (TM2) 6.7.9 A review of traffic management was carried out in the study area. This included two main elements of reviewing traffic signal junctions and pedestrian and cycle crossing locations. In terms of the traffic signals this aimed to identify the main pinch points and those with potential for improvements. The traffic signal improvements can often involve adding phases or facilities for pedestrians and cyclists. The main junctions considered were Aldershot Road junction and the canal Bridge, the Oatsheaf Junction as detailed above, Fleet station roundabout and the A323 Fleet Road / Aldershot Road as indicated above. This left four improvement proposals as follows: a) Pondtail Road / Aldershot Road / Kings Road / Norris Hill Road (TM2a); b) Major highways maintenance along Fleet Road, between Kings Road and Fleet Station. This will include replacing the road surface on the roundabout. c) Kings Road / Fleet Road (TM2c). a) Pondtail Road / Aldershot Road / Kings Road / Norris Hill Road (TM2a) 6.7.10 These traffic signals can have the timing optimised to achieve increased highway capacity. The short term proposal is to add a pedestrian phase to the existing signals. Medium to Long term an addition cycle phase could be added giving a link to an extension PC9 to Norris Bridge with links to towpath cycle route PC13. Implementing the pedestrian crossings on Kings Road and Aldershot Road, the impacts of this option would operate within capacity in the PM peak, marginally better than the existing junction performance. In the AM peak the impact is more noticeable with all arms except Norris Hill Road being oversaturated. Further investigation is required on the impact of adding a cycle crossing in the future following the completion of the pedestrian phase.

______3 The term ‘Accommodation Works’ refers to works undertaken adjacent to the Highway under Permitted Development rights of Hampshire County Council, subject to Hart DC’s Planning Officer on a case by case basis that Planning Permission is not required. 82

b) Rail Station Access Roundabout (TM2b) 6.7.11 There is a longer term ambition to undertake major highways maintenance along Fleet Road, between Kings Road and Fleet Station. On Fleet Road these works are to be undertaken in conjunction with cycle route PC5 to replace gullies and other improvements to levels in the channel improving the strip currently used by cyclists. TM2b will include replacing the road surface on the roundabout, improving ride surface for bus access to the station and the provision of a left hand turn into the station for buses crossing the rail bridge in conjunction with RL3 improvements to the station forecourt. Subject to land being available a more significant would be possible at the junction of Fleet Road with the rail station. Therefore the scheme is to be retained, but at this stage it is unknown how it could be delivered. c) Kings Road / Fleet Road (TM2c) 6.7.12 A number of options were looked at, which mainly aimed to provide increased road safety for pedestrians and cyclists. With a Toucan crossing proposed south of the Waterfront Business Park further crossings were not considered necessary. The preferred proposal is to add an advanced cycle stop line on the Kings Road approach to aid cyclists turning right.

Fleet Eastern Access (TM3) 6.7.13 It is proposed to encourage traffic travelling north to south to transfer onto a signed eastern route, as a longer term priority, thereby avoiding the built up area and town centre of Fleet. Table 5.1 lists the main characteristics of the roads and Figure 5.3 shows the overall route involved. While, not the most direct route the following alterations are proposed so it is made easier for traffic to use this route:  TM3a: Consistent signage and an ‘A’ or ‘B’ class road number;  TM3b: Change the ‘Windy Gap’ the A323/Aldershot Road junction to a roundabout or traffic signals;  TM3c: Improve the Kennels Lane junctions with Ively Road and Summit Avenue.

A Review of One-Way Streets in Fleet (TM4) 6.7.14 It is proposed that the town centre one way system is reviewed. Issues to take into account are traffic flows, road safety where are some junctions have had a number 83

of accidents, access to car parks and shops. In addition, depending on the outcomes from the Fleet Vision this would also be expected to input to the review. Town centre car parks and access to these will be an important element of this work.

6.8 Public Consultation of Draft Fleet Town Access Plan 6.8.1 Hampshire County Council hosted a series of public consultation activities between 10 May and 18 June 2010 whereby local people who work and/or live in the area were given the opportunity to comment on the draft proposals for the Fleet TAP. The main consultation event was hosted online at consultations.hants.gov.uk for the full six week period. There was a staffed exhibition for 3 days at Hart Shopping Centre .For those without computer access, paper copies of the Fleet TAP were available to view at Fleet Library and Hart DC, Fleet Offices.

6.8.2 The draft Fleet TAP booklet comprised the main booklet and an appendices giving details of the Schemes List , Action Plan and supporting Figures. In the interest of sustainable use of paper, only and controlled number of paper printed documents (District, Town & Parish Councils, the library & HDC Offices) were produced. For most, which included the majority of stakeholders the document was available to download in pdf format from the TAP website;

6.8.3 All information contained in the draft Fleet TAP booklet was provided in a web friendly format on the Fleet TAP website , together with background of the TAP, feedback from the 2008 stakeholder consultation, an e-comments form and contact details.

6.8.4 The consultation event was publicised through the following:  Posters sent to the 81 stakeholders ahead of the event along with their consultation packs;  an advert (see Figure 6.4) in Fleet News two weeks and one week before the exhibition;  Posters identical to the advert place in prime advertising locations in Fleet Shopping Centre which included lift doors, two weeks before the exhibition;  Up coming consultation on the consultations.hants.gov.uk website

Stakeholders consulted were the Head Teacher and Chairman of Governors for all 14 Fleet schools; emergency services; rail and bus operators; Councils :Hart District, Rushmoor Borough, Town and Parish and adjacent wards to FTAP area; access & cycle groups; Basingstoke Canal; Friends of Oakley Park; Fleet and Church Crookham Society; Natural England; SEEDA; Hampshire & Isle of Wight Strategic Health Authority; GOSE; and the Environment Agency.

Figure 6.4 Consultation advert poster

6.8.5 In the region of 600 people attended the public exhibition. Response to the public consultation last year was good with the break down of comments received as follows:  136 online comment forms;  73 paper comment forms;  17 Emails;  63 Letters of which 49 were in support of only the Reading Road North toucan crossing PC19 not a uncontrolled refuge crossing PC15o; and  Petition signed by 139 people, representing 289 children who wish to cross Reading Road North safely, using a traffic controlled crossing.

6.8.6 The main stakeholders were Hart District Council and Fleet Town Council. Hart District Council continues to support the Fleet TAP and the only schemes it referred to were the three pedestrian and cycle routes (PC3, PC10 and PC11) linking Calthorpe Park school being given the highest priority. Fleet Town Council replied with support of the TAP and in the case of PC3 supported its implementation providing the PC19 controlled crossing of Reading Road North is provided and the route is extended to continue off-road using part of PC10 Following a review of the consultation comments as detailed in the Fleet TAP companion document 1 changes to the TAP were agreed with the Steering Group as now included in Section 7 Action Plan.

7. The Fleet Town Access Plan 7.1 Introduction 7.1.1 This section of this report provides a full summary of schemes to support the delivery of the Fleet Town Access Plan 2011 to 2031. Table 7.1 shows both schemes for implementation and those subject to further study as a result of the consultation review. Table 7.2 the Action Plan details those schemes investigated during the study and development stages of the TAP and contain the following information about each proposal:  estimated cost of the scheme and;  if land issues need resolving, generally applicable for proposals that fall outside of the highway or land dedicated for highway use;  if planning permission is required.

When available a broad cost estimate (fees, works & risk cost) has been specified on Table 7.2 against the proposals. Where the cost is a Hampshire County Council physical scheme, then these are based on July 2008 base rates and rounded up. These include all costs to implement.

7.1.2 Schemes listed on Table 7.1 for further study are in the main are the result of requests received during the consultation periods. Most do not have any more detail than the type of scheme and location and are listed by strategy on Tables 7.3, 7.4 and 7.5 Details for these schemes will emerge when funding is assigned to facilitate further feasibility.

7.1.3 Bus services operating in Fleet have recently changed and whereas there was previously three routes identified for retention and improvement, there are now five. Call and Go has been replaced by the Fleet Link and there is also a Hart Shopper service that now operates. These changes have been incorporated into the TAP proposals in support of the Bus and Rail Strategy as detailed in section 7.3.

Table 7.1: Summary of Proposed Schemes

HCC Further Study Ref Scheme name Physical Required Scheme

PC Pedestrian & Cycle Route 1: Fleet Spine South - Greenways - PC1 Yes No Reading Rd South to QE Barracks Route 2: Crookham Road - to Fleet Town PC2 Yes Yes Centre PC3 Route 3: Hart Leisure to Fleet Town Centre Yes Yes Route 4: Fleet Town Centre to Elvetham PC4 Yes No Heath PC5 Route 5: Fleet Town Centre - Rail Station Yes Yes Route 6: Church Crookham east to Fleet No PC6 Yes Town Centre Route 7: Fleet Spine North - Kings Rd and PC7 Yes Yes Reading Rd South Route 8: Church Crookham to Fleet Spine PC8 Yes Yes South PC9 Route 9: Fleet Road to Norris Bridge Yes Yes Route 10: Hart Leisure Centre to Crookham PC10 Yes Yes Road Route 11: Hart Leisure Centre to Elvetham PC11 Yes No Heath Route 12: Fleet Rail Station to Cove Leisure PC12 Yes No Link PC13 Route 13: Basingstoke Canal Leisure Route No No PC14 New bridge across canal Yes Yes PC15a Uncontrolled pedestrian crossing Yes No PC15b Uncontrolled pedestrian crossing Yes No PC15c Uncontrolled pedestrian crossing Yes No PC15d Pedestrian crossing type to be confirmed Yes Yes PC15e Uncontrolled pedestrian crossing Yes No PC15f Pedestrian crossing type to be confirmed Yes Yes PC15g Uncontrolled pedestrian crossing Yes No PC15h Uncontrolled pedestrian crossing Yes Yes

Table 7.1: Summary of Proposed Schemes

HCC Further Study Ref Scheme name Physical Required Scheme

PC Pedestrian & Cycle Continued PC15i Pedestrian crossing type to be confirmed Yes Yes PC15j Uncontrolled pedestrian crossing Yes No PC15k Uncontrolled pedestrian crossing Yes Yes PC15l Pedestrian crossing type to be confirmed Yes Yes PC15m Uncontrolled pedestrian crossing Yes No PC15n Uncontrolled pedestrian crossing Yes No PC16 Toucan Crossing: south of Fleet Rd / Yes No Waterfront Business Park Junction PC17 Puffin Crossing: Reading Road South Yes No /Carthona Drive / Heatherside School PC18 Toucan Crossing: Reading Road South / Yes No Haywood Drive PC19 Reading Road North / Calthorpe Park Yes No Controlled Crossing PC20 Toucan Phase : Pondtail junction TM2a Yes No PC21 Cycle route on Lea Wood Road to No encourage cycling to schools including All Yes Saints School and Calthorpe Park School PC22 Development of cycle routes through and No Yes around Ancells Farm linking to PC12 PC23 Elvetham Road Cycle route linking PC11 and No Yes PC12 PC24 Information boards & Wayfinding Maps No showing key locations accessible by bus, Yes walking & Cycling PC25 Fleet based cycle training and marketing to No Yes promote Cycle & Pedestrian network PC26 Fleet based waling and cycling maps No Yes PC27 Reading Road on-road or off-road Cycle No Yes route linking to Elvetham Heath PC28 Off-road cycle route linking Windy Gap to No Yes Aldershot Road (cc) via MOD Land PC29 Off-road cycle route linking Windy Gap to No Yes PC9 Norris Bridge

Table 7.1: Summary of Proposed Schemes

HCC Further Study Ref Scheme name Physical Required Scheme

PC Pedestrian & Cycle Continued Cycle route on Pine Grove, Gravel Road, PC30 Corringway and Queens Road linking to PC6, No Yes Aldershot Road and Velmead Road A323 cycle route linking PC11, Reading PC31 No Yes Route North to Hartley Wintney Off-road leisure Cycle route Aldershot Road PC32 No Yes (cc) to Velmead Road via MOD Land Velmead Road off-road cycle /pedestrian PC33 No Yes route Cycle plug link Woodcote Green to Priory PC34 No Yes Close provide in place of current footpath Uncontrolled pedestrian crossing on Beacon PC35a No Yes Hill at Bromley Road & Tweseldown Road Uncontrolled pedestrian crossing on PC35b Crookham Road between Netherhouse No Yes Moor and Coxheath Road Uncontrolled pedestrian crossing at junction PC35c No Yes of Albert Street & Church Road Uncontrolled pedestrian crossing at junction PC35d No Yes of Albert Street & Upper Street Uncontrolled pedestrian crossing at junction PC35e No Yes of Fleet Road & Church Road Uncontrolled pedestrian crossing at junction PC35f No Yes of Fleet Road & Birch Road Uncontrolled pedestrian crossing on Minley PC35g No Yes Road Controlled pedestrian crossing on Aldershot PC36a No Yes Road and Reading Road South Controlled pedestrian crossing on Upper PC36b No Yes Street Controlled pedestrian crossings at junction of PC36c Reading Road North, Elvetham Road & No Yes Hitches Lane Controlled pedestrian crossing on Fleet Road PC36d No Yes to serve 6th Form College Controlled pedestrian /cycle toucan crossing PC36e on Aldershot Road (cc) between Moore No Yes Road and Browenhurst Road

Table 7.1: Summary of Proposed Schemes

HCC Further Study Ref Scheme name Physical Required Scheme

PC Pedestrian & Cycle Continued Controlled pedestrian crossings at junction of PC36f No Yes Fleet Road & A3013 Controlled pedestrian crossing at junction of PC36g No Yes Aldershot Road (cc) & Tudor Way Controlled pedestrian crossing at junction of PC35h No Yes Sandy Lane (cc) & Keynes Close

Controlled pedestrian crossing at junction of PC35i No Yes Bowenhurst Road & Tudor Way

Controlled pedestrian crossing at junction of PC35j No Yes Rounton Road & Aldershot Road (cc)

Controlled pedestrian crossing at junction of PC35k No Yes Bowenhurst Road & Moore Road Controlled pedestrian crossing on Reading PC35l Road South between junctions of Florence No Yes Road & Basingbourne Road

PC37 Velmead Road improvements for pedestrians No Yes

Aldershot Road (cc) Ewshot Lane to Sandy PC38 No Yes Lane improvements for pedestrians

Aldershot Road (cc) Redfields Garden Centre PC39 No Yes to Wyvern Cottage

Improvements for pedestrians from Zebon PC40 No Yes Copse to Tweseldown Infant School

Gally Hill Road, past Cottrell Court and War PC41 No Yes Memorial improvements for pedestrians

Fleet wide review to provide more cycle PC42 No Yes parking

Table 7.1: Summary of Proposed Schemes (Continued)

HCC Further Ref Scheme name Physical Study Scheme Required BS Bus BS1 Bus Routes 71, 72 & 73 subsidy No Yes BS2 Increase route 73 bus frequency to rail station No Yes BS3 PlusBus interticketing between bus and rail No Yes BS4 Low Floor Buses No Yes BS5 Extend Bus Route 73 to QEB No Yes BS6 Dial a Ride Community bus service No Yes Upgrade bus stop infrastructure on routes 71,73 & 73 BS7 Yes Yes in the Fleet area BS8 Real Time Information (RTI) at key bus stops No Yes Upgrade bus stop infrastructure on Ancells Road BS9 between Cove Road & Farm Drive, on Farm Road and No Yes on Minley Road between Cove Road and Ancells Road BS10 Increase route 72 bus frequency to rail station No Yes BS11 Provision of bus services to and Fleet Hospital No Yes Provision of bus services to and Aldershot Medical BS12 No Yes Centre Provision of bus services to and Branksomewood BS13 No Yes Road Doctors Surgery BS14 Provision of bus services to and Farnham No Yes Provision of improved and extended school bus BS15 No Yes services for Fleet Area Provision of bus services to Hart Leisure Centre & BS16 No Yes Calthorpe Park School BS17 Provision of circular bus service for Pondtail No Yes BS18 Provision of bus services to outlying villages from Fleet No Yes Increased increasing weekend bus frequency on routes BS19 No Yes 71,73 & 73 BS20 Increase whole of route 71 & 72 bus frequency No Yes Increase if route 72 can run later evenings and at BS21 No Yes weekends

Table 7.1: Summary of Proposed Schemes (Continued)

HCC Further Ref Scheme name Physical Study Scheme Required RL Rail RL1 Fleet station DDA compliant bridge No No Fleet modular station improvements and /or interim RL2 No Yes improvements RL3 Rail Station Forecourt Yes No RL4 Cycle parking at station No Yes

HCC Further Ref Scheme name Physical Study Scheme Required SC Smarter Choices SC1 School travel plans in the area Yes Yes Workplace travel plans for existing employers in the SC2 No Yes area SC3 Travel Plans in association with new developments No Yes Journey planning kiosk in the town centre and rail SC4 No Yes station SC5 Introduction of car clubs in the area No Yes SC6 Review locations for electric vehicle recharging points No Yes SC7 Other smarter choice initiatives No Yes

HCC Further Ref Scheme name Physical Study Scheme Required TM Traffic Management & Highways TM1a Oatsheaf Junction Yes Yes Reading Road South: Albert St & Clarence Road TM1b Yes Yes Junctions Reading Road South: Aldershot Rd / Connaught Rd TM1c Yes Yes Junction & Canal Bridge Reading Road South: Canal Bridge to Durnsford TM1d Yes No Avenue Pondtail Rd / Aldershot Rd / Kings Rd / Norris Hill Rd TM2a Yes No – Pedestrian & Cycle Phase TM2b Fleet Rd / Rail Station Junction No Yes TM2c Kings Rd / Fleet Road - Advanced Cycle Stopline Yes No TM3a Fleet Eastern Access: Signage Yes Yes

Table 7.1: Summary of Proposed Schemes (Continued) HCC Further Ref Scheme name Physical Study Scheme Required TM3b Fleet Eastern Access: A323 / Aldershot Rd Junction Yes No Fleet Eastern Access: Improve Kennels Lane Junctions TM3c with Ively Road & Summit Avenue, including No Yes introducing weight limit TM4 Review Fleet One-Way Streets No Yes TM5 Minley Road – Fleet Station to Cove Road No Yes TM6 Upper Street No Yes Bourley Road/ Beacon Hill Road / Tweseldown Road TM7 No Yes Junction TM8 20 mph Zones No Yes TM9 Elvetham Heath/ Crookham Road Junction No Yes TM10 Gables Road/ Aldershot Road (cc) Junction No Yes TM11 Coxheath Road / Crookham Road Junction No Yes TM12 Church Road/ Fleet Road Closure No Yes TM13 Church Road/ Albert Street Reopened No Yes TM14 Rochester Grove/ Albany Road Junction No Yes TM15 Provision of motorcycle parking areas No Yes Reading Road South/ Florence Road/ Basingbourne No Yes TM16 Road Junction Road Capacity Improvements: Hitches Lane, Gally Hill No Yes TM17 Road, Crookham Road, Aldershot Road (cc) TM18 Velmead Road/ Aldershot Road Right Turn Lane No Yes

Table 7.2: Action Plan

Ref Scheme name Estimated Land Planning Cost Issues Issues Y/N Y/N

PC Pedestrian & Cycle Route 1: Fleet Spine South - Greenways PC1 70 Yes Yes - Reading Rd South to QE Barracks Route 2: Crookham Road - to Fleet PC2 20 No No Town Centre Route 3: Hart Leisure to Fleet Town PC3 500 Yes Yes Centre Route 4: Fleet Town Centre to PC4 240 No No Elvetham Heath Route 5: Fleet Town Centre - Rail PC5 500 Yes No Station Route 6: Church Crookham east to PC6 110 No No Fleet Town Centre Route 7: Fleet Spine North - Kings Rd Not Subject to further PC7 and Reading Rd South Costed Study Route 8: Church Crookham to Fleet PC8 20 No No Spine South PC9 Route 9: Fleet Road to Norris Bridge Yes Yes No Route 10: Hart Leisure Centre to PC10 410 Yes Yes Crookham Road Route 11: Hart Leisure Centre to PC11 120 Yes No Elvetham Heath Route 12: Fleet Rail Station to Cove PC12 600 Yes No Leisure Link Route 13: Basingstoke Canal Leisure Not PC13 Yes Yes Route Costed Not Subject to further PC14 New bridge across canal Costed Study PC15a Uncontrolled pedestrian crossing 25 No No PC15b Uncontrolled pedestrian crossing 25 No No PC15c Uncontrolled pedestrian crossing 25 No No

Table 7.2: Action Plan (Continued)

Ref Scheme name Estimated Land Planning Cost Issues Issues Y/N Y/N

PC Pedestrian & Cycle Continued PC15d Pedestrian crossing type to be Not Subject to further confirmed Costed Study PC15e Uncontrolled pedestrian crossing 25 No No PC15f Pedestrian crossing type to be Not Subject to further confirmed Costed Study PC15g Uncontrolled pedestrian crossing 25 No No PC15h Uncontrolled pedestrian crossing 25 No No PC15i Pedestrian crossing type to be Not Subject to further confirmed Costed Study PC15j Uncontrolled pedestrian crossing 25 No No PC15k Uncontrolled pedestrian crossing 25 No No PC15l Pedestrian crossing type to be Not Subject to further confirmed Costed Study PC15m Uncontrolled pedestrian crossing 25 No No PC15n Uncontrolled pedestrian crossing 25 No No PC16 Toucan Crossing: south of Fleet Rd / 100 No No Waterfront Business Park Junction PC17 Puffin Crossing: Reading Road South 100 No No /Carthona Drive / Heatherside School PC18 Toucan Crossing: Reading Road South 100 No No / Haywood Drive PC19 Reading Road North / Calthorpe Park 250 No No Controlled Crossing PC20 Toucan Phase at TM2a Pondtail 100 No No Junction

Table 7.2: Action Plan Continued

Ref Scheme name Estimated Land Planning Cost Issues Issues Y/N Y/N

BS Bus BS1 Bus Routes 71, 72 & 73 subsidy Not Costed N/A No Increase route 73 bus frequency Not Costed BS2 N/A No to rail station PlusBus interticketing between Not Costed BS3 N/A No bus and rail BS4 Low Floor Buses Not Costed N/A No BS5 Extend Bus Route 73 to QEB Not Costed N/A No Dial a Ride Community bus Not Costed BS6 N/A No service Upgrade bus stop infrastructure BS7 on routes 71,73 & 73 in the Fleet 100 Some No area Real Time Information at key bus Not Costed BS8 N/A No stops RL Rail Fleet station DDA compliant Not Costed RL1 N/A No bridge Fleet modular station 2000 RL2 improvements and /or interim Yes Yes improvements RL3 Rail Station Forecourt 500 Yes Yes RL4 Cycle parking at station 10 Yes No SC Smarter Choices SC1 School travel plans in the area Not Costed N/A No Workplace travel plans for Not Costed SC2 N/A No existing employers in the area Travel Plans in association with Not Costed SC3 N/A No new developments Journey planning kiosk in the Not Costed SC4 N/A No town centre and rail station Introduction of car clubs in the Not Costed SC5 N/A No area Review locations for electric SC6 40 N/A No vehicle recharging points SC7 Other smarter choice initiatives Not Costed N/A No

Table 7.2: Action Plan Continued

Ref Scheme name Estimated Land Planning Cost Issues Issues Y/N Y/N

TM Traffic Management & Highways TM1a Oatsheaf Junction 200 Yes No Reading Road South: Albert St & TM1b 350 Yes No Clarence Road Junctions Reading Road South: Aldershot Rd / TM1c 2500 Yes No Connaught Rd Junction & Canal Bridge Reading Road South: Canal Bridge to TM1d 200 Yes No Durnsford Avenue Pondtail Rd / Aldershot Rd / Kings Rd TM2a / Norris Hill Rd – Pedestrian & Cycle 90 No No Phase Not TM2b Fleet Rd / Rail Station Junction No No Costed Kings Rd / Fleet Road - Advanced TM2c 90 No No Cycle Stopline TM3a Fleet Eastern Access: Signage 100 No No Fleet Eastern Access: A323 / TM3b 1700 Yes No Aldershot Rd Junction Not TM4 Review Fleet One-Way Streets N/A N/A Costed

7.2 Pedestrian and Cycle Strategy 7.2.1 There is a strong theme within the Fleet TAP to promote walking and cycling and Policies 2 and 3 of the Fleet TAP directly seek to do this. In addition, other policies such as Policy 1 which relates to improved access to the town centre and Policy 7 on reducing accidents are also very relevant to pedestrians and cycles.

7.2.2 Providing facilities for walking and cycling improves accessibility in the Fleet area and has a number of benefits:  It provides a free means of travel and availability to all people with sufficient mobility;  It provides improved accessibility to local services and facilities, helping to support the local economy;

 It is an alternative to car use for local journeys that helps to reduce congestion and improve road safety;  They are emission free and do not contribute to air pollution, climate change or noise;  They provide exercise and therefore help to keep people healthy.

7.2.3 The pedestrian and cycle proposals identified in the strategy would assist with minimising the increase in vehicles trips from new developments. With greater travel demand it becomes increasingly important to deliver the pedestrian and cycle links between the town centre, schools and key destinations. 7.2.4 The improvement proposals for walking and cycling include improved crossings, creating a new bridge over the Basingstoke canal and an extensive cycle network. The main components of the pedestrian and cycle strategy are as follows:  13 Cycle routes (9 part shared with pedestrians), PC1-13;  Pedestrian & cycle canal bridge, PC14;  14 uncontrolled pedestrian crossings,1 pedestrian and cycle proposals PC15 a-n;  Pedestrian phases added to three existing traffic signal junctions; 1 new puffin crossing and three new toucan crossings , proposals PC16-19;  Several of the traffic management and highway proposals referred to later include pedestrian and cycle facilities.

Cycle Network 7.2.5 In most cases the cycle routes are also available for pedestrians. The following recommendations are proposed for each:

PC1: Cycle Route 1: Fleet Spine South – Greenways – Reading Road South to QEB 7.2.6 The route is recommended to be implemented when funding becomes available from the QEB development . This route has the potential to be well used by children accessing Court Moor School as shown on Figure 6.1 (Cycle to Secondary Schools Survey) Liaison with Court Moor School will be required to provide a links to the rear of the school/cycle shed, via Beech Ride and Award Road Negotiation will need to be undertaken with the owner of Basingbourne Heath, Fleet Town Council.

PC2: Cycle Route 2: Crookham Road– Crookham to Fleet Town Centre 7.2.7 Further investigation is required for the following:  Providing speed reducing features along Crookham Road;  Improving cycle access on Coxheath Road Bridge and Malthouse Bridge;  To provided an additional route through Basingbourne Park to Wickham Place;  To consider extending cycle route along Crookham Road to join the Street in Crookham Village;  To improve access onto the canal towpath with links to route PC13; and  Investigate the possibility of cycle access though the football ground to route PC3.

PC3: Cycle Route 3: Hart Leisure Centre to Fleet Town Centre 7.2.8 This route is high priority as identified by all consultation to date. This route has the potential to be well used by children accessing Calthorpe Park School (Figure 6.1), Tavistock Infants School and All Saints Junior School. PC3 is predominately off-road passing through non-highway land so subject to planning permission from Hart District Council. The route is one of four Fleet TAP schemes currently being progressed and is to be implemented using the following elements:  PC19 Reading Road North and Calthorpe Park junction improvement with controlled cycle and pedestrian crossing phase;  PC10 (Part) Cycle & Pedestrian route between Hitches Lane to Tavistock Infants School;  Investigation of off-road Cycle & Pedestrian route linking PC10 with PC3 via footpath adjacent to Tavistock Infant and All Saints Schools, road crossing at Merivale and then linking to PC3. Implementation of this section would negate requirement to provide on-road cycle route element of PC3 between Hitches Lane and Merivale; and  Investigation of off-road Cycle and Pedestrian route extending PC3 at the Victoria Road junction via footpath linking to Branksomewood Road. Implementation of this section would improve access to doctors surgery

100

PC4: Cycle Route 4: Fleet Town Centre to Elvetham Heath 7.2.9 Scheme requires a Traffic Regulation Order to provide a one-way system in Sunnyside, which is recommended to be progressed before further design is undertaken. If this is not granted, further investigation will be required to provide maximise off road sections of the route.

PC5: Cycle Route 5: Fleet Town Centre – Fleet Rail Station 7.2.10 This is an improvement on the existing route, which is well used by cyclists as shown Figure 6.2. To be delivered in conjunction with PC16: toucan crossing phase at the Fleet Road/Waterside Business Park junction. The implementation of the route requires partnership working with Southwest Trains and Network Rail as the scheme ends at Fleet Station. Further investigation is required for the following:  Consideration of part scheme to include PC16 and off-road element of scheme between Fleet Station and Avondale Road;  Options to relocated on-street parking in Fleet Road on approach to Kings Road  Improvements to surface water drainage in order to replace gully gratings with cycle-friendly alternative.  Provision of an on-road cycle route using cycle signs between Evetham Road and Fleet Road via Knoll Road and Cranbrook Close.

PC6: Cycle Route 6: Church Crookham East to Fleet Spine 7.2.11 This route could be implemented when funding becomes available and is likely to coincide with the development of the QEB. This route will provide the link between the site and Fleet Town Centre.

PC7: Cycle Route 7: Fleet Spine North – Kings Road to Reading Road South. 7.2.12 Original proposal for PC7 route passed through Oakley Park and across the Basingstoke Canal at Holland Gardens using a proposed pedestrian and cycle bridge (PC14) is not currently supported by Fleet Town Council the Landowner. The precise route to be taken by proposed cycle route PC7 subject to further investigation in conjunction with PC14 as follows:  Survey and feasibility study of alternative locations for PC14 pedestrian and cycle bridge between the existing bridges at Reading Road South and Pondtail. In

101

conjunction with PC7 the bridge would create a more direct route for pedestrians and cyclists accessing Court Moor School, the town centre and Fleet Station.  Feasibility study of linking cycle routes between PC6 Reading Road South, PC17 PC18 Toucan crossing and routes PC5 and PC9. To include the links: o to Fleet Station via Fleet Pond using Kent Road and Wellington Avenue; o Aldershot Road to Fleet Road via Albany Close, Albany Road, Upper Street.  The Basingstoke Canal is a SSSI and the relevant bodies will have to be consulted and involved during the design. This would link with route PC13 along the canal.

PC8: Cycle Route 8: Church Crookham to Fleet Spine South 7.2.13 This route could be implemented when funding becomes available and is likely to coincide with the development of the QEB. Further investigation required to consider starting Ferndale spur on Gally Hill Road at the junction of Award Road/ Gally Hill Road, then along Award Road to Ferndale

PC9: Cycle Route 9: Fleet Road to Norris Bridge 7.2.14 The cycle route comprises an on-road route along the length of Kings Road and an off-road route shared with pedestrians on Norris Hill Road between Aldershot Road and Norris Bridge. The Kings Road part of the scheme is one of four Fleet TAP schemes currently being progressed and is to be implemented using the following elements:  On-road advisory cycle route with cycle lanes marked on carriageway;  Rationalisation of on street parking between Albert Street and Connaught Road;  .To be implemented in conjunction with highway improvements to the TM2a Pondtail/ Aldershot Road traffic signal junction. This includes a cycle and pedestrian phase (PC20) and an off-road cycle and pedestrian link via the canal footbridge to Velmead Road;  To be implemented in conjunction with the highway improvements to the TM2b Kings Road/ Fleet Road and Albert Street traffic signal junctions. Scheme to provide an advanced Cycle Stop Line on Kings Road approach.  To be implemented in conjunction with proposed uncontrolled pedestrian crossing with refuge PC15j near Kent Road

102

7.2.15 Before implementation of the Norris Hill part of the scheme can proceed the following investigations will be needed on the following issues:  A review of the route along (off road) Norris Hill Road, to link with the existing route on Ively Road;  Connections with the Fleet and Farnborough; and  Linkage with route PC13 along the towpath.

PC10: Cycle Route 10: Hart Leisure Centre to Crookham 7.2.16 This route may have benefits linking Hitches Lane facilities as a recreational /fitness route for running and cycling, particularly with its relationship to the leisure centre and Hitches Lane development. Investigation to be undertaken when funding becomes available to investigate:  an extra link between PC10 and PC3 giving Tavistock Infants School and All Saints Junior School more direct of-road access to the town centre; and  Extension to Zebon Copse using the canal towpath and the swing bridge.

PC11: Cycle Route 11: Hart Leisure Centre to Elvetham Heath 7.2.17 This route was identified by stakeholders as a high priority scheme. This route is well used by children accessing Calthorpe Park school as shown on Figure 6.1 Further investigations are required regards to Tree Preservation Order surveys and linkage options to Elvetham Heath north of the railway.

PC12: Cycle Route 12: Fleet Railway Station to Cove / Summit Avenue Leisure Route 7.2.18 . The implementation of the route requires partnership working with Southwest Trains and Network Rail as the scheme ends at Fleet Station. Further consultation with Fleet Pond and the Defence Agency is required. If the route is to be implemented and design is to be taken forward it will create a much required link between Fleet, Farnborough and several business parks in Ancells Farm and Cove as well as connect better with the rail station.

PC13: Cycle Route 13: Basingstoke Canal 7.2.19 Provision of a leisure route which extends along the canal from Crookham in the west to Ively Road in the east. An informal surface treatment is proposed which is

103

consistent with that provided on the tow path in Surrey. The Basingstoke Canal is a SSSI and the relevant bodies will have to be consulted and involved during the design. This would link with route PC13 along the canal

New Canal Pedestrian and Cycle Bridge (PC14) 7.2.20 A bridge between the Reading Road South Bridge and Pondtail Bridge would create a more direct route for pedestrians and cycles accessing this area and Fleet Station. A proposal to provided a new bridge across the Basingstoke canal between Holland Gardens and Durnsford Avenue (PC14) in conjunction with Cycle Route PC7 is not currently supported by Fleet Town Council the Landowner. Further investigation in conjunction with PC7 as follows:  Survey and feasibility study of alternative locations for PC14 pedestrian and cycle bridge between the existing bridges at Reading Road South and Pondtail  liaising with the Canal Authority and to discuss construction techniques and restrictions imposed by Site of Special Scientific Interest ;  Investigating and finalising routes for cyclists and pedestrians in conjunction with cycle routes PC7 and route PC13 as well as towpath use requirements for existing canal users.

Pedestrian & Cycle Crossings (PC15-19) 7.2.21 There are fourteen proposed locations where uncontrolled pedestrian crossings have been investigated. Of these seven are subject to further investigation as detailed below:  PC15a: Aldershot Road between Ewshot Road and Gables Road, with a refuge. Pedestrians only;  PC15b : Aldershot Road (CC) between Sandy Lane and Gally Hill Road, with a refuge. Pedestrians only;  PC15c: Aldershot Road between Rounton Road and Haig Lane, without a refuge. Pedestrians only;  PC15d: Gally Hill Road, south with junction with Coxheath Road. Further study with traffic /pedestrian count assessment to establish if controlled crossing actually justified at this location. Pedestrians only;

104

 PC15e: Gally Hill Road, north of junction with Ferndale Road, without a refuge. Pedestrians only;  PC15f: Aldershot Road, east of junction with Regents Street Further study with traffic /pedestrian count assessment to establish if controlled crossing actually justified at this location Pedestrians only;  PC15g: Aldershot Road, junction with The Cedars, without a refuge. Pedestrians only;  PC15h: Aldershot Road, west of junction with Albany Close: Further investigation required to relocate proposed uncontrolled crossing to a point between the alleyway serving Albany Close and east of the junction with St Michaels Close. This is a popular route for parents and school children going to Velmead School and is a route used by the walking bus. Refuge to be provided if criteria met . Pedestrians only;  PC15i: Kings Road adjacent to Oakley Park exit Further study with traffic /pedestrian count assessment to establish if controlled crossing actually justified at this location;  PC15j: Kings Road junction with Kent Road, with a refuge. Pedestrians only. This currently being progressed in conjunction with Cycle Route PC9 Kings Road.  PC15k: Velmead Road, north of junction with Warren Close, with a refuge. Further investigation required to relocate proposed uncontrolled crossing closer to junction with Fairland Close .Pedestrians only;  PC15l: Elvetham Road, west with junction of Church Road. With a refuge and links to cycle route PC4. Pedestrians only. Cyclists to dismount to use crossing. Further study with traffic /pedestrian count assessment to establish if controlled crossing actually justified at this location;  PC15m: Crookham Road between the junctions of Glen Road and Leewood Road, with refuge. Pedestrians only. This together with PC15n is of the four Fleet TAP schemes currently being progressed;  PC15n: Crookham Road between the junctions of Loxwood Avenue and Richard Close, with refuge. Pedestrians only. This together with PC15m is of the four Fleet TAP schemes currently being progressed

105

7.2.22 There are four controlled crossings proposed at the following locations which make up proposals PC16-20 as follows:  PC16: Toucan phase added to aide pedestrian and cyclists to cross Fleet Road at the Waterfront Business Park;  PC17: Puffin Crossing at Reading Road South / Carthona Drive Heatherside School;  PC18: Toucan Crossing on Reading Road South between Haywood Drive and Greenways;  PC19: Toucan phase added to aide pedestrian and cyclists to cross Reading Road North as part of a junction improvement scheme at the Calthorpe Park vehicular access. Due to be implemented in conjunction with the Cycle and Pedestrian Route PC3, PC19 is one of the four Fleet TAP schemes currently being progressed  PC20 : Toucan phase added to aide pedestrian and cyclists to cross Norris Hill Road as part of theTM2a Pontail Junction improvement and Cycle Route PC9

7.2.23 Pedestrian & Cycle Crossing at the Waterfront Business Park Exit (PC16). This is located near to the rail station and there is already traffic signals at the junction south the business park just south of the station. A toucan phase added to the existing traffic signals on the southern side of the junction is preferred because it would be easier for pedestrians and cyclists to cross the Waterfront Business Park access road, which is one way compared with the residential access road that is two way. Further investigation is required in terms of where on road cyclists in Fleet Road access the crossing point. To be implemented in conjunction with cycle route PC5.

7.2.24 Carthona Drive Heatherside Schools Controlled Crossing (PC17). Consideration was given to providing a controlled crossing at the location of the existing uncontrolled crossing point to the north of Carthona Drive. There are design constraints to the implementation of this controlled crossing due to the proximity of boundary walls and the curved alignment of Reading Road South restricting forward visibility. Investigation and scheme development with the Heatherside schools produced a solution with a puffin controlled crossing provided at the western end of the school, providing the secondary

106

exit was closed and the main entrance being used for the majority of the time. PC17 includes associated accommodation works within Heatherside school site to incorporate pedestrians and vehicle access changes within the school grounds. Table 7.3 Additional Action Plan Schemes from Public Consultation that require further study in support of the Pedestrian and Cycle Strategy Cycle route on Lea Wood Road to encourage cycling to schools PC21 including All Saints School and Calthorpe Park School Development of cycle routes through and around Ancells Farm linking PC22 to PC12 PC23 Elvetham Road Cycle route linking PC11 and PC12 Information boards & Wayfinding Maps showing key locations PC24 accessible by bus, walking & Cycling Fleet based cycle training and marketing to promote Cycle & PC25 Pedestrian network

PC26 Fleet based waling and cycling maps

Reading Road on-road or off-road Cycle route linking to Elvetham PC27 Heath Off-road cycle route linking Windy Gap to Aldershot Road (cc) via PC28 MOD Land PC29 Off-road cycle route linking Windy Gap to PC9 Norris Bridge Cycle route on Pine Grove, Gravel Road, Corringway and Queens PC30 Road linking to PC6, Aldershot Road and Velmead Road A323 cycle route linking PC11, Reading Route North to Hartley PC31 Wintney Off-road leisure Cycle route Aldershot Road (cc) to Velmead Road via PC32 MOD Land

PC33 Velmead Road off-road cycle /pedestrian route

Cycle plug link Woodcote Green to Priory Close provide in place of PC34 current footpath Uncontrolled pedestrian crossing on Beacon Hill at Bromley Road & PC35a Tweseldown Road Uncontrolled pedestrian crossing on Crookham Road between PC35b Netherhouse Moor and Coxheath Road Uncontrolled pedestrian crossing at junction of Albert Street & PC35c Church Road Uncontrolled pedestrian crossing at junction of Albert Street & Upper PC35d Street Uncontrolled pedestrian crossing at junction of Fleet Road & Church PC35e Road Uncontrolled pedestrian crossing at junction of Fleet Road & Birch PC35f Road PC35g Uncontrolled pedestrian crossing on Minley Road 107

Controlled pedestrian crossing on Aldershot Road and Reading Road PC36a South PC36b Controlled pedestrian crossing on Upper Street Controlled pedestrian crossings at junction of Reading Road North, PC36c Elvetham Road & Hitches Lane Controlled pedestrian crossing on Fleet Road to serve 6th Form PC36d College Controlled pedestrian /cycle toucan crossing on Aldershot Road (cc) PC36e between Moore Road and Browenhurst Road PC36f Controlled pedestrian crossings at junction of Fleet Road & A3013 Controlled pedestrian crossing at junction of Aldershot Road (cc) & PC36g Tudor Way Controlled pedestrian crossing at junction of Sandy Lane (cc) & Keynes PC35h Close Controlled pedestrian crossing at junction of Bowenhurst Road & PC35i Tudor Way Controlled pedestrian crossing at junction of Rounton Road & PC35j Aldershot Road (cc) Controlled pedestrian crossing at junction of Bowenhurst Road & PC35k Moore Road Controlled pedestrian crossing on Reading Road South between PC35l junctions of Florence Road & Basingbourne Road PC37 Velmead Road improvements for pedestrians Aldershot Road (cc) Ewshot Lane to Sandy Lane improvements for PC38 pedestrians PC39 Aldershot Road (cc) Redfields Garden Centre to Wyvern Cottage Improvements for pedestrians from Zebon Copse to Tweseldown PC40 Infant School Gally Hill Road, past Cottrell Court and War Memorial improvements PC41 for pedestrians PC42 Fleet wide review to provide more cycle parking

7.3 Bus Strategy 7.3.1 Policy 4 of the TAP seeks to promote bus travel. Bus and community transport in the Fleet area plays an important role in providing access to locations, particularly for those without a car or with limited mobility. Good public transport provision also allows people an alternative to car ownership and car journeys, which helps low income households avoid the cost of a car and also reduces car use.

7.3.2 Bus improvements have been split into service and infrastructure proposals. In terms of bus services, the main proposals are as follows:

108

 BS1: Retain the existing routes 70, 71, 72, 73 and 82 which provide an important means of access throughout the Fleet area;  BS2: Investigate the increase in frequency of bus service on route 73 to the rail station. Notably a 20 minute frequency link between the town and the station which could also integrate in with rail service frequencies;  BS3: Encourage the introduction of ‘Plus Bus’ inter ticketing between rail and bus services. This is largely up to the rail and bus operators to liaise, although local authorities can offer encouragement with for example set up funding to assist with the early months of the scheme;  BS4: Encourage the introduction of low floor buses to all routes by 2012. Although it could be introduced earlier, but this will depend on the bus operators;  BS5: Investigate the extension of route 73 to incorporate the proposed QEB development at Church Crookham. This is aimed to be phased in with the QEB development;  BS6: Retain the dial a ride service in the area, currently operating as ‘Fleet Link’ which has an important function to less accessible locations and for the disabled. This is an on-going commitment as a continuous scheme. This service is funded jointly by Hampshire County Council and the new Fleet Town Council and Church Crookham Parish Council. ;

7.3.3 Infrastructure improvement proposals are as follows:  BS7: Upgrade bus stop infrastructure in the Fleet area. To include higher kerbs for disabled access, additional shelters, better information and timetables and seats. This is identified as an ongoing measure as some can be implemented quickly and at low cost and other will take more time;  BS8: Introduce Real Time Information to key bus stops, such as the town centre and rail station. This is aimed to be phased in with the QEB development;.

7.3.4 Other proposals also assist with bus improvements. These include:  Rail station improvements and notably the proposed forecourt (RL3);  Smarter Choice’s proposals, with travel plans promoting bus travel (SC1-3), journey planning kiosks (SC4);

109

 Pedestrian improvements which make walking to and from bus stops better. Table 7.4 Additional Action Plan Schemes from Public Consultation that require further study in support of the Bus Strategy Upgrade bus stop infrastructure on Ancells Road between Cove Road & BS9 Farm Drive, on Farm Road and on Minley Road between Cove Road and Ancells Road BS10 Increase route 72 bus frequency to rail station BS11 Provision of bus services to and Fleet Hospital BS12 Provision of bus services to and Aldershot Medical Centre BS13 Provision of bus services to and Branksomewood Road Doctors Surgery BS14 Provision of bus services to and Farnham BS15 Provision of improved and extended school bus services for Fleet Area BS16 Provision of bus services to Hart Leisure Centre & Calthorpe Park School BS17 Provision of circular bus service for Pondtail BS18 Provision of bus services to outlying villages from Fleet BS19 Increased increasing weekend bus frequency on routes 71,73 & 73 BS20 Increase whole of route 71 & 72 bus frequency BS21 Increase if route 72 can run later evenings and at weekends

7.4 Rail Strategy 7.4.1 Rail services provide a high quality public transport link for travelling in and out of Fleet and are an important element of the Fleet economy. However, the rail station and access to it can be much improved and Fleet TAP Policy 5 seeks to deliver these improvements. . 7.4.2 The rail proposals focus entirely on Fleet rail station and as identified in Chapter 5 there are a number of potential improvements. The improvements are grouped into four main categories:  RL1: Disabilities Discrimination Act (DDA) compliant station improvements. These include a new over bridge with lifts. This is a shorter term scheme and has been planned for a number of years by SWT/ Network Rail and is part of the National Rail Improvement Programme.  RL2: Upgrade of rail station facilities and also to be carried out by South West Trains. The improvements are likely to include a modular station with better waiting, ticketing and toilet facilities and double decking of the car park. This is a longer term scheme and SWT/ Network Rails are understood to be looking for additional funding to deliver this. Meanwhile, interim improvements are also being considered and may be introduced.

110

 RL3: Upgrade the station forecourt to improve accessibility and interchange with buses. The preferred layout as shown on Figure 5.4 includes additional cycle parking, improved provision for buses and measure to assist with access to the rail station for pedestrians and cyclists. This is aimed to occur with the RL2 improvements;  RL4: Introduce additional cycle parking at the station;

7.5 Smarter Choices Strategy 7.5.1 Smarter choices have been shown to be a cost effective way of reducing the need to travel by car and encouraging walking, cycling and public transport usage. Fleet TAP Policies 1, 2 and 3 identify travel planning and smarter choices as a key set of proposals to assist in delivering the policy.

7.5.2 A series of proposals specific to travel planning and smarter choices have been identified below:  SC1: Progress with school travel plans in the area. There are a number already in place and these have been a useful input to Fleet TAP. The schools must be encouraged to continue their work and support to make sure their school action plans are included in the Fleet TAP. This is a real chance to help the next generation to make sensible travel choices. School Crossing Patrols are very important in Fleet and Church Crookham. Schools are also very important to keep up good communications with parents who may need advice about how to get children to school more safely. Hart Road Safety Council also have a role to help support schools with literature and encourage involvement with road safety campaigns ;  SC2: Encourage the development of workplace travel plans for existing employers in the Fleet area. There are many workplaces in Fleet with some 5,000 jobs and there is much potential to encourage sustainable travel patterns with the introduction of workplace travel plans and practices;  SC3: Ensure that Travel Plans are produced in association with new developments. These are already a requirement of the planning process, but there is potential to make the monitoring and enforcement elements more effective;

111

 SC4: Consider providing journey planning kiosks with web-based local transport information in the area. Potential sites are town centre, rail station, leisure centre and Church Crookham Community Centre;  SC5: Encourage the introduction of car clubs in the area. These are commonly being introduced throughout the country and can significantly reduce car ownership. These are most likely to be introduced in association with town centre residential developments, but lower density areas may also benefit from car clubs;  SC6: Electric cars are an emerging technology and any future plans for Fleet should incorporate charging points on street in the town centre, in car parks and at Fleet Station. Review locations and further study for electric vehicle recharging points. With electric cars being more commonplace, authorities need to plan for this. It is recommended that consideration is given to the locations of charging points, types of system available and the pricing of the service;  SC7: Other smarter choice initiatives to be progressed as and when opportunities arise. These might include the promotion of: o commuter forums; o travel wise style marketing campaigns; o personalised travel and journey planning; o travel portals; o rail station travel plan; o car sharing databases; o green logistics; o up to date walk & cycle maps; o Information boards/wayfinding signs at key locations including Fleet Station, shopping centre, leisure centre, library, council offices, medical centre to show key destinations accessible by bus, walking and cycling. o Cycle training and marketing to promote cycle and pedestrian routes; o car free housing; and o bike hire.

7.5.3 In conjunction with SC1, Hampshire County Council’s School Travel Plan Adviser undertook a review of all of the measures that the schools had identified in their

112

travel plans were taken into account. Each school is list below together with those measures as stipulated in the travel plans having been accommodated by the Fleet TAP.:

 Court Moor School : Improve the surface and condition of the path from the wooded area to Forest End and leading to Wickham Place and Wickham Rd; Create pedestrian crossing at or near (i) junction of Reading Road South and Velmead Road and (ii) Gally Road

 Calthorpe Park : Improve crossing link road between 2 roundabouts at crossing point; - Improve the layout and safety margins at the road crossing at the top of Hitches Lane; Improve cycling along the northern length of Hitches Lane (near new housing) and the southern part of Hitches Lane, this also needed street lighting and a cycle path; Improve the footpath from All Saints Junior to Calthorpe Park back access; Restrict speed on Hitches Lane to 30mph

 Tavistock Infant School: Improve conditions of footpaths and dropped kerbs in the vicinity of the school; Its very difficult to cross Reading Road North, Tavistock Rd and Crookham Road

 Velmead Junior School : Crossings needed on Kings Road, Aldershot Road and Reading Rd South; a bridge across the canal from Aldershot Road into Priors Keep

 Heatherside Infant and Junior School : A footbridge over the canal from Aldershot Road to Connaught Road; dangerous junction Reading Road South, Aldershot Road and Connaught Road needs to be made safer.

 Crookham C of E Aided Infant School: A pedestrian crossing outside the school; a crossing at the junction of Aldershot Road and Sandy Lane

 Fleet Infant School: A pedestrian crossing at the junction of Kings Road, Reading Rd South and Pondtail Rd; Widen the footpath on Velmead Rd between the school and canal end; A concern was the safety of the canal bridge under the road bridge at the Pondtail / Kings Rd junction

113

 Elvetham Heath Primary: Investigate the feasibility of improving the pedestrian crossing, by lining or traffic calming on Witney Street; Cycle paths on Witney Street

 All Saints Junior School: Improve/ put in a crossing facility on Crookham Rd and Reading Rd North and East; and also Crookham road Reading Rd South junction; a cycle path across Calthorpe Park

 Tweseldown Infant School and Church Crookham Junior: A continuous path on Tudor Way; Parking restrictions on Oakwood and Tweseldown Rd

7.5.4 Most of the smarter choices proposals are on-going and have either not been costed or by their nature cannot be. The car club proposal (SC5) and the investigation for electric vehicle recharging points (SC6) are more recent additions to the proposals and views from the public on these will be especially welcomed.

7.6 Traffic Management & Highways Strategy 7.6.1 The traffic management and highways strategy aims to reduce vehicular delays by increasing road capacity which benefits vehicular traffic including public transport. This will help deliver Fleet TAP Policy 9 and will also manage traffic thereby helping non motorised traffic become safer and more attractive and contributing to Policies 1, 2 and 3. The proposals include junction layouts, traffic calming, highway safety such as adding in additional pedestrian and cycle crossing facilities. In terms of the strategy comprises four main elements:  Widened road in Reading Road South between Fleet Road and canal road bridge. This includes replacing the Reading Road South canal Road Bridge;  Traffic Management Review with modifications to 4 traffic signal junctions;  Fleet eastern access;  A review of one-way streets in Fleet;

114

Improvements on the Reading Road South (A323) between Fleet Road and Aldershot Road (TM1) 7.6.2 This involves a series of improvements between the Oatsheaf junction and Heatherside Schools on Reading Road South, including the Aldershot Road traffic signals. There are three main components of the improvement: e) TM1a: The Oatsheaf Junction; f) TM1b: Reading Road South: Albert Street and Clarence Road Junctions; g) TM1c: Reading Road South: Aldershot Road/Connaught Road Junctions and the Canal Bridge; h) TM1d: Reading Road South: Canal bridge to Durnsford Avenue

7.7.3 For each of these feasibility design was undertaken prior to the emergence of Hart District Council’s separate Vision for Fleet. Figure 5.1 shows the recommended solution whereby the current highway network for Fleet Road and Albert Road remain unchanged by the Vision for Fleet. a) Oatsheaf Junction (TM1a) 7.6.4 The preferred option is shown on Figure 5.1. This both maximises traffic capacity and also provides improved controlled pedestrian facilities. It is not possible to provide on road cycle facilities with this option due to lack of highway land on the Reading Road South corner of the junction. This scheme is subject to the outcome of the Fleet Vision and must be implemented with proposal TM1b. b) Albert Street and Clarence Road junctions (TM1b) 7.6.5 The preferred proposal includes widening the existing carriageway along the entire western side of Reading Road South to form two northbound lanes as shown on Figure 5.1. Land take adjacent to the highway is minimised and this allows the inclusion of a dedicated right turn lanes where required. This layout much improves the operation of the Albert Street and Clarence Road junctions with suffer from delays and accidents. The scheme is also likely to include a banned right turn at the junction of Connaught Road and Aldershot Road. The footway is narrowed slightly, but a standard 1.8m width is retained throughout. This could be implemented on its own as it would still improve flow and capacity on the approach to the existing Oatsheaf junction. However, it cannot

115

progress until completion Hart DC’s Fleet Vision as further modification might be required. c) Reading Road South: Aldershot Road/Connaught Road Junction and the Canal Bridge (TM1c) 7.6.6 The preferred option includes widening over the canal bridge as this allows a significant increase in capacity and improved controlled pedestrian crossings as shown on Figure 5.1 and 5.2. It includes a separately staged right turn to be provided which adds sufficient storage capacity so the ahead movement on Reading Road South northbound will not become blocked by the right turning traffic.

7.6.7 Changes to vehicle loading associated with changes in location and number of vehicle running lanes together with the provision of a controlled pedestrian crossing cannot be accommodated with the existing bridge. Replacement is the only option. The preferred option for the bridge is to replace the existing bridge with a wider structure on the existing strengthened abutments. It does however assume the abutments can be reused and the utilities can be diverted without the need for a lengthy road closure. In addition the proposal may need to change following completion Hart DC’s Fleet Vision d) Reading Road South: Canal Bridge to Durnsford Avenue 7.6.8 This includes a number of features which mainly improve facilities for pedestrians as shown on Figure 5.2. The provision of a puffin crossing (PC17) at the western end of the Heatherside schools is subject to the secondary exit being closed and the main entrance being used for the majority of the time. TM1d and PC17 can be undertaken subject to funding without waiting for the outcome of Fleet Vision. It does however rely on further liaison with the Heatherside Schools with regard to the associated accommodation works 3 that are required on the site to build PC17 in the preferred location. ______3 The term ‘Accommodation Works’ refers to works undertaken adjacent to the Highway under Permitted Development rights of Hampshire County Council, subject to Hart DC’s Planning Officer on a case by case basis that Planning Permission is not required.

116

Traffic Management Review with Modifications to 4 Additional Proposals (TM2) 7.6.9 A review of traffic management was carried out in the study area. This included two main elements of reviewing traffic signal junctions and pedestrian and cycle crossing locations. In terms of the traffic signals this aimed to identify the main pinch points and those with potential for improvements. The traffic signal improvements can often involve adding phases or facilities for pedestrians and cyclists. The main junctions considered were Aldershot Road junction and the canal Bridge, the Oatsheaf Junction as detailed above, Fleet station roundabout and the A323 Fleet Road / Aldershot Road as indicated above. This left four improvement proposals as follows: d) Pondtail Road / Aldershot Road / Kings Road / Norris Hill Road (TM2a); e) Major highways maintenance along Fleet Road, between Kings Road and Fleet Station. This will include replacing the road surface on the roundabout. f) Kings Road / Fleet Road (TM2c). a) Pondtail Road / Aldershot Road / Kings Road / Norris Hill Road (TM2a) 7.6.10 These traffic signals can have the timing optimised to achieve increased highway capacity. Improvements at this junction are part of the PC9 Kings Road Cycle scheme currently being progressed. It includes the provision of a toucan phase PC20 with an off-road cycle and pedestrian link to Velmead Road. b) Kings Road to Rail Station Access Roundabout (TM2b) 7.6.11 There is a longer term ambition to undertake major highways maintenance along Fleet Road, between Kings Road and Fleet Station. On Fleet Road these works are proposed to be undertaken in conjunction with cycle route PC5 to replace gullies and other improvements to levels in the channel improving the strip currently used by cyclists. TM2b will include replacing the road surface on the roundabout, improving ride surface for bus access to the station and the provision of a left hand turn into the station for buses crossing the rail bridge in conjunction with RL3 improvements to the station forecourt. c) Kings Road / Fleet Road (TM2c) 7.6.12 Improvements at this junction are part of the PC9 Kings Road Cycle scheme which is currently being progressed. The preferred proposal is to add an advanced cycle stop line on the Kings Road approach to aid cyclists turning right. 117

Fleet Eastern Access (TM3) 7.6.13 It is proposed to encourage traffic travelling north to south to transfer onto a signed eastern route, as a longer term priority, thereby avoiding the built up area and town centre of Fleet. Table 5.1 lists the main characteristics of the roads and Figure 5.3 shows the overall route involved. While, not the most direct route the following alterations are proposed so it is made easier for traffic to use this route:  TM3a: Consistent signage and an ‘A’ or ‘B’ class road number;  TM3b: Change the ‘Windy Gap’ the A323/Aldershot Road junction to a roundabout or traffic signals;  TM3c: Improve the Kennels Lane junctions with Ively Road and Summit Avenue.

A Review of One-Way Streets in Fleet (TM4) 7.6.14 It is proposed that the town centre one way system is reviewed. Issues to take into account are traffic flows, road safety where are some junctions have had a number of accidents, access to car parks and shops. In addition, depending on the outcomes from the Fleet Vision this would also be expected to input to the review. Town centre car parks and access to these will be an important element of this work. Table 7.5 Additional Action Plan Schemes from Public Consultation that require further study in support of the Traffic Management and Highway Strategy TM5 Minley Road – Fleet Station to Cove Road TM6 Upper Street TM7 Bourley Road/ Beacon Hill Road / Tweseldown Road Junction TM8 20 mph Zones TM9 Elvetham Heath/ Crookham Road Junction TM10 Gables Road/ Aldershot Road (cc) Junction TM11 Coxheath Road / Crookham Road Junction TM12 Church Road/ Fleet Road Closure TM13 Church Road/ Albert Street Reopened TM14 Rochester Grove/ Albany Road Junction TM15 Provision of motorcycle parking areas TM16 Reading Road South/ Florence Road/ Basingbourne Road Junction Road Capacity Improvements: Hitches Lane, Gally Hill Road, Crookham TM17 Road, Aldershot Road (cc) TM18 Velmead Road/ Aldershot Road Right Turn Lane

118

8.0 Next Steps

8.1 Now that the Fleet TAP is adopted there are two stages for the future:

 Implementation of schemes. After reviewing funding availability a start will be made to implement some of the schemes . Each scheme will be subject to further public consultation where changes to that shown in the TAP for a particular scheme are required. The extent of consultation and method used to engage or inform the general public and stakeholders will depend on the scheme.

 Monitoring and review. A monitoring and review stage is required to assess programme, progress and changes to implementation priorities.

8.2 Although most of the action plan schemes can be delivered without the TAP, it will be used to secure funding and implementation over the next 20 years. There are currently four action plan schemes being progressed:  Uncontrolled pedestrian crossings with refuges (PC15m and PC15n) on Crookham Road, in conjunction with a scheme to make Crookham Road a safer environment for children travelling to or from All Saints C o E Junior School, is due for implementation 2011/12;  Controlled crossing on Reading Road North (PC19) as part of the junction improvement on the Calthorpe Park Access. Due for implementation 2011/12;  Cycle and pedestrian route (PC3) which would provided a link from Hart Leisure Centre to Fleet Town Centre via Calthorpe Park, the PC19 controlled crossing and the Views Meadow. Proposed for implementation 2011/12 to 2013/14;  Part of cycle and pedestrian route (PC10) that would link Tavistock Infants School and All Saints Junior School to PC3. Proposed for implementation 2011/12 to 2013/14;  Part of cycle route (PC9) Fleet Road to Norris Bridge for Kings Road only. Linked with uncontrolled pedestrian refuge crossing (PC15j), Highway Junction improvements to Pondtail junction (TM2a) with a spur to Velmead Road, and Fleet Road (TM2c). Due for implementation 2011/12.

8.3 The Fleet TAP Steering Group will convene as a minimum yearly in October to review the action plan. Additional meetings would occur where it is necessary to assess

119

the impact of sizeable new developments and to review the action plan when large developer contributions are received.

8.4 The Director of Economy, Transport and Environment has delegated authority to periodically update specific projects in the Fleet Town Access Plan in consultation with The Executive Member for Environment and Transport.

120

Glossary of Terms

DaSTS Delivering a Sustainable Transport System

DDA Disabilities Discrimination Act

DPD Development Plan Document

DfT Department for Transport

HCC Hampshire County Council

HDC Hart District Council

FTAP Fleet Town Access Plan

LDF Local Development Framework

LTP Local Transport Plan

MfS Manual for Streets

PPG Planning Policy Guidance

PPS Planning Policy Statement vpd vehicles per day, referring to daily weekday 12 hour flows between 07.00 – 19.00 vph vehicles per hour, referring to AM peak or PM peak traffic flows tidality A characteristic of traffic flows in the peak hours where they have a relatively high volume of flow in one direction which reverses in the other peak hour.

SWTs South West Trains

TM Traffic Management

121

References

Fleet TAP Website www.hants.gov.uk/fleet-town-access-plan

Bibliography

Fleet TAP 2008 & 2010 Consultation Review and Steering Group approved changes to TAP, February 2011, Environment, Hampshire County Council

Fleet and Church Crookham Town Health Check, October 2010, Fleet & Church Crookham Society

122

Appendix A : Fleet Town Access Plan Strategy Drawings Figure 1.1 Fleet TAP Summary Proposals Figure 7.1 Pedestrian and Cycle Strategy Figure 7.2 Bus and Rail Strategies Figure 7.3 Traffic Management and Highways Strategy

This page is intentionally blank

Fleet Town Access Plan ______

Appendix B : Figures 2.2 to 6.4

Fleet Town Access Plan ______

This page is intentionally blank