Transport

FEH recognises the need to improve access to both Littlehampton and Bognor, and focuses particularly on transport problems in Arun west of the River Arun, to help existing businesses prosper and to attract inward investment for new better paid businesses. Ford would become a transport interchange of local and sub-regional importance for all forms of surface transport.

With the combination of a link road from the A27 to A259, bridging the railway at Ford and removing the level crossing, and adopting the Parkway approach with ample parking to serve not just the new development but the whole district. Ford railway station relocated approximately 400 yards to the west would become the focal point of a multi modal transport hub serving the whole district and acting as the main point of access for rail services to the north, east and west.

Ford is ideally situated. Ford Railway Station sits astride the South Coast Main Line and is at the foot of the Arun Valley line. The South Coast Main Line gives access to Worthing, Brighton and beyond to the east, and Portsmouth, Southampton, Bournemouth and beyond to the west. The Arun Valley Line gives access to Gatwick, Horsham, East Croydon and London.

In spite of its quite unique strategic location Ford Railway Station has only 11 public parking spaces (with a further 2 for staff) and may well be the most underutilised London main line station in the country! Ford Station is an asset which could contribute significantly towards transport sustainability in the district.

Ford Railway Station is geographically equidistant between Bognor, Littlehampton, the Five Villages and Arundel and is ideally placed to relieve pressure on all existing Arun District stations – which suffer from inadequate parking and, in the case of Bognor and Littlehampton, the service limitations associated with being “end of line” stations.

In the case of Bognor and Littlehampton the stations draw traffic into the towns – thereby increasing congestion.

In the case of Barnham, commuters take up most of the on-street parking and there is little parking left for customers using the local facilities. This has a detrimental effect on local traders. There is no room for expansion at Barnham.

Ford is an ideal location for a much needed passing loop on the South Coast Main Line. Its geographic location means that one passing loop could serve the Arun area, instead of proposals for two – one near Barnham and one near Worthing.

Currently many bus services are poor or non existent because they are considered unviable. Regular and enhanced bus services between Bognor and Littlehampton, via Ford Parkway and the industrial/commercial or residential area at Ford will then become viable, making travel easy and convenient for local journeys to/from work and also for longer distance commuting in/out of the district, contributing even further towards transport sustainability.

New residents at Ford would be ideally located to use the Coastal Expressway service.

Cycleways could be provided along the new link road, to/from Ford Parkway and Ford Science/Technology Park, extending the network created by the south coast cycleway, the Barnham to Felpham cycleway, and other measures to link coast with Downs.

By locating the Science or Technology Park within walking distance of a Parkway station, employees would be able to travel to/from work from Bognor, Littlehampton, Chichester, Barnham and Arundel by train, or locally by cycle or on foot.

At some time in the future transporting freight by rail may become more economically viable than at present. If so, it may become viable to create a rail siding for the proposed Materials Recycling Facility (MRF) which could reduce HGV movements to/from the site.

FEH proposes a new link road from the A259, via Ford, to the A27 near Arundel, bridging the railway and closing the level crossing, giving Bognor traffic an additional and much needed route to/from the A27 and onward access to the Strategic Road Network in the east (A27 and A24/A23) to match existing access in the west (A259 to A27 and A3/M3).

The A27 and A259, and utilising the proposed Bognor Northern Relief Road, would effectively form a “ring road” around the Five Villages which would, in turn, reduce traffic pollution and congestion throughout the Five Villages, where rat-running is an increasing problem. Reduced traffic would improve road safety generally in the Five Villages and particularly outside schools.

At the same time commercial traffic would gain, with quicker and easier access to the commercial areas, without having to pass through residential villages.

The A29, which is not part of the Strategic Road Network (SRN), would retain its downgraded status, thus protecting all villages along its route from increased traffic movements, from Shripney in Arun District, to Ockley on the Surrey border.

Much of the traffic currently using the A284 through Lyminster and Toddington would be diverted, substantially reducing the volume of traffic and congestion at the railway crossings on this route.

Traffic would be diverted from Wick and Climping.

HGVs would effectively be banned from Ford Road (at Arundel). Also, HGVs for the proposed Materials Recycling Facility (MRF) at Ford, and the existing Ford Industrial Estates would have direct access to/from the A27 and would not impact on communities on Ford Road (at Arundel) or Church Lane (at Climping).

The OysterCatcher and Comet Corner junctions on the A259 between Bognor and Littlehampton are known accident blackspots. Solutions to problems at these junctions can also be incorporated.

The proposed route for the Ford Link road starts at Comet Corner, creating the opportunity for a development funded roundabout. Much of the traffic that currently passes the OysterCatcher junction would then be routed along the Ford Link road. Road safety at both junctions would be significantly improved.

Traffic volumes through Walberton and Yapton on the B2132 would be reduced.

Traffic volumes through Shripney, Woodgate, Westergate and Eastergate on the A29 would be reduced.

Traffic volumes through the Five Villages on the B2233 would be reduced.

A grade separated crossing, bridging the railway at Ford would reduce pressure on other rail crossings in the district.

The A27 has effectively cut Slindon off from its natural neighbour Walberton. In its planning for improvements to the A27 around Arundel the Highways Agency should restore the link for pedestrians and non-motorised traffic.  Plans proposed for major development at Ford seek to facilitate movement by equestrians, pedestrians and cyclists between the Downs and the Coast.

It is worth noting that proposals within the FEH concept directly address a number of the traffic issues identified in the West Sussex Local Transport Plan namely:

·         deter rat-running through villages to avoid congestion on A27

·         reduce problems associated with HGVs on unsuitable roads

·         reduce severance at Arundel associated with the A27

·         reduce congestion arising from level crossings

·         improve integration between public transport and car use

All of these benefits would combine to make Ford a highly sustainable location for commercial or residential development, as required by the South East Plan and with a transport infrastructure attractive to business.

If we are to seize the opportunities outlined in this concept there can be no doubt the provision of an Arundel Bypass is essential.

The Arundel Bypass has now been included in the Indicative Regional Transport Programme 2016 to 2026. A final decision is in the hands of the government and at this stage we cannot be certain.

The government's development agency SEEDA has recognised that the Arundel Bypass should be brought forward and fast-tracked.

However, it is also clear that the mixed development that Arun District is required to make provision for after 2011, cannot go ahead without improvements to the A27 at Arundel.

The Structure Plan gives a clear view of West Sussex County Council’s thinking when it states that:

“development must not proceed without appropriate improvements to the A27 at Arundel (preferably the construction of an Arundel Bypass) as essential infrastructure ahead of major development”

and also

“the County Council considers that anything short of a full bypass at Arundel, including a new river crossing, would not address the problem of through traffic…..”

The government originally placed a holding order on the Structure Plan, while it considered the issue of linkage of infrastructure to development. After deliberation, and in October 2004, the government approved the Structure Plan and, in so doing, accepted the principle of “linkage”.

SEERA has also adopted resolutions accepting the principle of linking infrastructure with development.

If we can demonstrate to SEERA, SEEDA, GOSE, the Department for Communities and Local Government, the Transport Minister, the Secretary of State etc. that we have a genuine long-term vision for the economic regeneration of our coastal towns, and that it cannot commence until we have an Arundel Bypass, then we add much weight to that argument.

A bypass at Arundel can become the gateway to regeneration in Bognor and Littlehampton and FEH could become the key to unlocking government funding.

(There is an alternative and viable route from the A259 to the A27, bridging the railway at Ford, but it is less desirable than linking to an Arundel Bypass and so should only be considered if the Arundel Bypass is denied by the government.)

FEH addresses many local transport problems in a sustainable way and, by so doing, helps to create an infrastructure that is attractive to business which will, in turn,  have a major impact on the economic regeneration of Bognor and Littlehampton.

Page last edited: 13/12/2007