Local Transport Plan for Kent 2006-11

9.1 In the Provisional Local Transport Plan (PLTP), the bidding strategy for procuring major schemes through the LTP process was set out as follows:

Table 9.1 PLTP Major Scheme Bids

Bid Year	Scheme	Possible Funding Source(s)
2006/7	East Kent Access Phase 2 A228 Colt’s Hill Strategic Link	LTP
2008/9	Leeds & Langley Bypass	LTP
2010/11	“Ashford’s Future” Public Transport Schemes - Smartlink	LTP + ODPM + Developers

9.2 In its response to the PLTP, Government considered that a major failing of the proposed Plan was that it did not take a realistic view of available public sector funding and contained unfunded aspirations. 

9.3 Additionally, Government has now asked Regional Assemblies to recommend which major schemes, promoted by local highway authorities and non-strategic trunk roads promoted by the Highways Agency, should be prioritised. The Regional Assembly has made its recommendation to Government on the forward programme to 2010/11 – the period of this LTP. Under tight funding constraints, and taking into account schemes already under construction and already committed by Government, the South East England Regional Assembly (SEERA) has recommended that only one County Council scheme – East Kent Access Phase 2 – should start in the next five year period. 

9.4 Following the receipt of submissions of advice on sub-regional infrastructure priorities in December, SEERA will be assessing priorities of major scheme priorities for the period beyond 2011 in preparation for the Public Examination of the South East Plan scheduled to start in November.

9.5 There are currently two existing scheme bids lodged with Government with fully completed appraisals and Government will take decisions on them in the Spring.  The bids are for:

• East Kent Access Phase 2 
• A228 Colt’s Hill Strategic Link

9.6 In the past, Government has recognised the need for both these proposals and confirmed that there are no outstanding appraisal issues. For both, however, the Government has stated that (the scheme “…..does not present a sufficient priority for approval at this stage.” In summary, they are described below.

9.7 The purpose of the East Kent Access scheme derives directly from the principal objectives of the first Local Transport Plan, namely to:

• stimulate economic activity and employment;
• integrate transport planning with the wider spatial planning of the area;
• improve safety and security in the transport system;
• influence and manage the demand for the type of transport used
• widen the choice of transport available to the area

9.8 The relevance of the East Kent Access scheme within the context of the second LTP objectives is strengthened. The scheme directly contributes to

• Accessibility
• Environment, Heritage and Communities
• Integration
• UK Connections
• UK Gateway
• Keep Kent Moving
• Road Safety
• Sustainable Regeneration

9.9 In the coastal and former coalfield areas of East Kent, problems of low economic performance and social deprivation are exacerbated by relatively poor communications and the culture and symptoms of isolation which this generates. Thanet has seven wards described as “the most deprived” in England (i.e. in the 10% most deprived), and Dover has three. 19% of Thanet residents and 17% of Dover residents of working age are either unemployed or on state benefit to compensate for lack of work. At the same time, East Kent has a long history of primary and manufacturing industry of national importance including coal mining and power generation.

9.10 The cluster of manufacturing, research, and high technology enterprise found north of Sandwich, at Pfizer, together with Kent International Airport and at the business parks in Manston and west Thanet have the potential for major job creation and inward investment. However, this is dependent upon removing barriers to growth in the infrastructure.

9.11 The Sandwich Corridor links the urban area of Thanet in the north and Kent's European Gateways of Dover and the Channel Tunnel in the south. Its primary links are the A256 between Whitfield and Broadstairs and the Dover to Thanet railway. The A256 is the primary route linking Dover with Sandwich and the Isle of Thanet. Major improvements to the route have been carried out in recent years, and the only substantive section that remains to be improved is between the Sandwich Bypass and the A299 Lord of the Manor junction. This means that, as economic development proceeds, a number of problems will be exacerbated including congestion, unreliable movement of goods and services to the economic growth points and over dependence on the use of the car in the absence of adequate facilities for efficient bus and cycle movement.

9.12 The strategy for the area is therefore to improve access through:

• Better bus services in partnership with operators;
• Provision for cyclists and pedestrians on new and purpose built networks;
• Investigating the potential for local access improvements and promoting Green Travel Plans;
• Linking the corridor through integration of bus, and other transport to the strategic Thanet - Ashford railway line
• Improving the A256 highway through the East Kent Access scheme including enhancements for public transport

9.13 Phase 1 of East Kent Access has already received full acceptance from the Government. Two stages have already been built and the third is under construction and will be completed in Summer 2007. Phase 2 includes improvement of the transport links along the remainder of the A256 to the Lord of the Manor junction and westwards along the A299 to the Minster Roundabout. Crucially, the two phases are a vital and integral part of each other’s predicted benefits. Figure 9.1 shows the two phases of the scheme.

Figure 9.1 East Kent Access

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9.14 In the core corridor area alone, Phases 1 and 2 of the East Kent Access scheme are estimated to create some 6,000 jobs, largely associated with Pfizer. Without Phase 2, this figure is much lower at 200 jobs. In the wider East Kent area, Phase 1 alone would generate some 450 jobs, whilst Phases 1 and 2 together would generate some 8,000 jobs by 2016. The scheme is therefore a central and indispensable part of the regeneration of East Kent and its coastal towns and the re-balancing of the south east’s economy. These new, high quality jobs and firms would be worth some £1 billion (“gross value added”) to the East Kent region over the same period. A fully detailed economic impact report describing these benefits was submitted with the appraisal documentation for the scheme in July 2004. Other benefits of Phase 2 within the development strategy for the area would be:

• To provide more efficient and rapid access from Sandwich, Pfizer and the Sandwich corridor to the major labour source in the Thanet towns. Some 30% of Pfizer's workforce come from the Thanet urban area.
• To provide more efficient access from the employment hub at Sandwich, westward to the A299 and the principal motorway route to domestic markets.
• To complete the high grade access of the Sandwich Corridor between the A2 at Dover and the A299/A253 Thanet Way and thereby capitalise on the provision of a wider and more mobile labour market in East Kent.
• To increase the mutual advantages of linking Kent International Airport to the Port of Dover, as an international port and cruise terminal.
• To improve the general accessibility of the former Kent coalfield sites.
• To provide for flexibility in the management and control of international freight between the Channel, and Ports of Dover and Ramsgate at times of disruption to the M2 and M20 corridors or French, Belgian and Dutch ports.
• To ensure good South Coast connections, avoiding Canterbury, between the regional airport at Manston and South Kent and Sussex.

9.15 A preferred route has been identified for the scheme and development has followed on from topographical, geotechnical and environmental surveys. The design has been modified to reflect this increasing knowledge and to address issues raised through earlier consultation. A further public exhibition and information exercise was carried out during June 2004 and showed that 80% of the local Cliffsend and wider community support the adopted scheme. Further surveys were carried out and the detailed design developed. An Environmental Impact Assessment was produced to support the planning application that was submitted in June 2005.

9.16 It is hoped that the planning application will be determined in late Spring 2006 and this will be followed immediately with the publication of statutory orders. The total estimated cost of the scheme is £64m. The County Council remains of the firm view that the physical and environment constraints and public acceptability lead to the proposed scheme being the only practical scheme and that the ‘next best’ and ‘lower cost’ alternatives that are required to be assessed are not realistic. Government has indicated that no further assessment information is required and will await the outcome of the regional prioritisation of major schemes being carried out by the Regional Transport Board before re-considering the bid for funding.

9.17 East Kent Access Phase 2 is Kent County Council’s top priority major scheme for the second LTP period. The scheme has been included in the Regional Assembly's recommended major scheme programme for construction between 2009 and 2010 that was sent to Government in January 2006.

9.18 The remaining major element required to complete the southern end of the A228 strategy involves upgrading the section of route near Colts Hill. This scheme is required to complete a high standard and safe route between the M20 and the A21 trunk road, and is complementary to the proposed improvement to the A21 trunk road between the Tonbridge and Pembury bypasses. It would also support the Tonbridge Urban strategy by reducing through traffic within the town. The scheme is a single carriageway bypass of Colts Hill with a climbing lane in the southbound direction. It will improve the route between the Pembury Bypass and Dampiers Corner (B2161 junction). The scheme would contribute to the first LTP objectives of Economy, Safety, Accessibility and Environment and Heritage. For the second LTP the scheme directly contributes to the objectives of:

• Environment, Heritage & Communities
• UK Connections
• Keep Kent Moving
• Road Safety

9.19 The A228 is a significant local link between the Medway Towns, the M2 and M20 motorways and the A21 trunk road, which is a strategic link with the south coast. At present the designated county primary route between M20 and A21 includes parts of the A228 and the A26. The latter passes through the village of Hadlow and the south eastern part of Tonbridge en route to the A21 and links with the A21 at Castle Hill. The A228 in its entirety would be more appropriate as the Primary Route and it is the County Council’s intention to designate the A228 as such. The route has been incrementally improved towards that aim. One of the two remaining unimproved sections is at Colts Hill, between the B2017 at Dampiers Corner and the northern end of the Pembury Northern Bypass

Figure 9.2 Colts Hill Strategic Link

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9.20 The County Council submitted the scheme, shown on Figure 9.2 above, in July 2003 and in 2004. The Government stated ‘We recognise that this scheme, which was originally submitted in 2003 would provide traffic and safety benefits along a heavily trafficked section of the A228. Whist recognising these benefits Ministers have decided that this scheme does not present a sufficient priority for approval at this stage". Government has also indicated that it does not require any further assessment information and will await the outcome of the regional prioritisation of major schemes being carried out by the Regional Transport Board before re-considering the bid for funding. However, the pressing need for the scheme remains. The total estimated cost of the scheme is £25m and the County Council remains committed to progressing this high priority scheme if there is any realistic chance of it receiving funding in the foreseeable future. The County Council awaits the decision of Government on its bid in the Spring. It is most unfortunate that SEERA has not included the scheme in its priority list for start of construction in the next LTP period. This is despite strong representations made by the County Council, the West Kent Area Partnership and the local MP on the need for an improved road link for public and private transport to link the hospitals at Maidstone and Pembury; as well as the recent change of Tonbridge/Tunbridge Wells becoming a designated regional hub.

9.21 In addition to the provisionally accepted LTP scheme, Sittingbourne Northern Relief Road and the accepted Growth Area Funded schemes in Ashford - Ashford Town Boulevard (Ring Road transformation) and Newtown Way, there are outstanding bids for Community Infrastructure Funding for three schemes in the Thames Gateway:

Fastrack

9.22 There are two bids for Fastrack infrastructure:

9.23 Thames Way - Junction priority and segregated lanes along 2 km of the Fastrack route between Ebbsfleet Valley and Gravesend with enhanced public transport access to Ebbsfleet Station.

9.24 Everards Link Phase 2 - New dedicated busway, which will complete the missing section between Greenhithe Station and Riverside development sites in the first phase of the Swanscombe Peninsula and also improve linkage to Ingress Park.

Figure 9.3 Fastrack logo

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Rushenden Link, Queenborough

9.25 The regeneration of the Rushenden area on the Isle of Sheppey in the Thames Gateway is being promoted by SEEDA. SEEDA has asked the County Council to lead on designing the Rushenden Link Road which will provide direct access to Rushenden and bypass the existing narrow access through. The Link Road will open up significant brownfield sites for development.

9.26 Given the likelihood of limited LTP funding for major schemes continuing into the future, there is a need to identify other sources of funding such as from developer contributions and from the ODPM. Further development work is required on the following schemes which could form future bids later within this, or in subsequent LTP periods. These are listed in alphabetical order:

9.27 Ashford Smartlink is a flexible high technology, high frequency bus-based system with zero or low emissions that will have a degree of segregation and priority with the aim of reducing the number of cars entering the centre of Ashford. It will have a vital role in linking the town centre with proposed Park and Ride Sites and the developing urban villages which will be planned to be highly accessible as well as serving existing and proposed housing and employment areas. Key factors in the development of this scheme will be the funding which can be gained through developers and ODPM.

9.28 The three junctions on the A2 Canterbury Bypass do not cater for all movements causing a high degree of unnecessary congestion in the city centre and on the ring road. It is proposed to progress the Wincheap and Harbledown slip roads through the small improvement programme, but the proposals at Bridge are too expensive to fund by this method. Additional to the reduction in congestion which this proposal would achieve, it would also enable access to a proposed business park which could provide a contribution towards the overall cost of the slip roads.

9.29 The infrastructure for Fastrack Phase 1 was completed in February and high frequency services will operate from 26 March between Temple Hill in Dartford to Gravesend Station via Dartford Station, Bluewater and Greenhithe Station (Route B). In addition to LTP funding for the infrastructure, ODPM provided £4m to assist in project development and for purchase of an initial fleet of vehicles by KCC.  Work on the major development at North Dartford (‘The Bridge’) is expected to be completed in 2007, together with further Fastrack infrastructure, including a dedicated bus link across the M25 toll booths (Route A).  The developer fund the costs of infrastructure and the Fastrack service.

9.30 The Fastrack Strategic Business Case sets out a two-stage approach to service procurement, summarised as:

• Stage 1 - a combination of an early developer funded Route A and a KCC tendered service between Dartford and Gravesend, Route B, utilising vehicles funded by ODPM and ‘track’ provided through the LTP major scheme as set out above.
• Stage 2 – will start from around 2011, when the combination of network operation and patronage risks can be quantified on the basis of a proven record and a mechanism that provides an exclusive operating franchise and farebox revenue can be introduced.  At this stage, a concession for operation and maintenance for Fastrack will be awarded with suitable risk transfer to the private sector.

9.31 For Stage 2, Statutory Quality Contract scheme will be essential to facilitate award of a service contract to an operator who has exclusive operating rights.

9.32 Fastrack will play a vital role in catering for the demand for transport generated by the 2012 Olympic Games at Stratford. The integration Fastrack provides between the new international and domestic station at Ebbsfleet, the existing public transport network and the major new and existing development sites in Kent Thameside will prove pivotal in providing sustainable transportation for the Games.

9.33 Development of the South East Maidstone Strategic Route is more advanced than other contenders and currently a more strategic route than the currently adopted village bypass scheme is being designed, linking the A274 with the A20 roundabout adjacent to M20 Junction 8. The scheme would significantly reduce traffic through parts of Maidstone and would remove through traffic from the villages of Leeds and Langley. The scheme would also support future housing and employment development proposals in the south and south east of Maidstone and around M20 Junction 8. Maidstone Borough Council is currently developing its Local Development Framework and the development proposals which will be made available later this year will have a major influence on the design of the road and especially its standard and junctions. The likely extent of developer contributions from the proposed development will also have a major bearing on the viability of this scheme. It is intended that the scheme will be submitted to SEERA for assessment of its regional priorities later this year.

9.34 The recent announcement of proposals for a £1bn world-class science research and manufacturing facility at Wye which would create 12,500 high-quality jobs will have significant transport implications which may require future LTP funding. Masterplanning for this development has just started.

9.35 A summary of the situation regarding current and future major scheme bids is shown in Table 9.2 overleaf.

Table 9.2 Summary of Major Schemes

Likely to start within 2006/11 Plan Period

Outstanding LTP Bid

East Kent Access Phase 2

Outstanding CIF Bids

Fastrack Thames Way and Everards Link Phase 2

Rushenden Link, Queenborough

Outstanding LTP Bid for decision Spring 2006

A228 Colts Hill Strategic Link

Schemes for development with a possible start of construction 2011/2016 (Alphabetical order only)

Ashford Smartlink and other infrastructure schemes

Canterbury Slip Roads (A2 at Bridge)

Fastrack future phases

South East Maidstone Strategic Route/ Leeds Langley Bypass

Wye – Road link to proposed research centre

9.36 Bids for these schemes could be submitted in the period 2006-11, but require further design work and would likely need a mixture of developer, ODPM and LTP funding.