|A27 Arundel Bypass|
|Location Map ( geo)|
|Where the eastern end of the bypass would join the A27|
|From:||Yapton Lane / Shellbridge Road / Arundel Road Crossroads|
|Construction Start Date|
There has been talks of an Arundel By pass or relief road since the start of Dualing of the A27 in the 1950s, as the original route had to navigate around the ancient town on a one way system along with the A284.
1970s Arundel Bypass
In the 1970s a new section of road was built to the south of the town connecting into Station Road (Now called the Causeway) and terminates into Ford Roundabout which was also created to handle the new road and connects into the north and south of Arundel. One other junction was also built, which was with Fitzalan Road being a GSJ which is a residential road
1989 Fontwell Bypass
In 1989 the section of the A27 through and east of Fontwell (West of Arundel) was realigned and dualed up to 1 mile west of Ford Roundabout, however there was no provision for a junction made here, traffic just merges into a S2 carriageway.
1993 Crossbush Bypass
In 1993 the section of the A27 through Crossbush (East of Arundel) was realigned to the south and dualed, this meant that between West Worthing and Arundel all of the A27 was dualed and had mostly GSJ, crossbush also got itself a new junction, Crossbush Interchange which was designed to continue on south of Arundel with the A284 going over at a GSJ, however currently the slip roads take all traffic off.
1994 Original D2 Bypass of Arundel
Once the Adjacent bypasses of Arundel were complete, the task of bypassing Arundel started, this is due to it being one of the more expensive parts of the bypass to build due to the terrain and environment, crossing a wide floodplain and large amounts of ancient woodland. These are the plans, which included three junctions at Crossbush (already built / being built), Ford Road, and west of Scotland Barn.
2005 New Arundel Bypass attempt
There were serious plans to build a new bypass south of Arundel as a D2 road.
Late 2010s to 2020s Project
- Routes detailed below.
- Carried into RIS1, and announced as "committed for RP2 in RIS2" meaning that in 2020 it said construction would start by 2025.
- First consultation held in 2016-18, second consultation held in 2019, with a further consultation due to errors in February 2020. Preferred announcement in October 2020 for Grey Route. Pre-construction surveys being conduced during 2021 with statutory consultation in Q1 2022and due to be submitted to the Planning Inspectorate in Q4 2022. Scheme should start in 2024 & take 3.5 years to complete at a cost of £320 million.
During the 2010s there are plans to build a new bypass to the south of Arundel which are still currently on-going and due to start construction at the start of 2024. For this there was originally six main options, some with variations. Only three options got put through to public consultation. By the end of 2018 the three preferred routes were 1, 3 and 5a After some consultation, the strategic use of Ford Road was highlighted in Spring 2019, and Highway England are looking into an additional junction on Ford Road, similar to the original plans in 1994. A ford road junction didn't make it into the 2020 consultation assumingly any idea of a junction here is now dead.
Routes announced in the 2016-2018 consultations.
Crossbush Junction would be modified to remove the gyratory system, instead the main carriageway would pass under the bridge, then at traffic lights westbound traffic would head north (westbound for A27), traffic would join the A27 from the south (A284). Slip Roads would join traffic where the A27 currently joined the dual carriageway, however only 1 lane. This junction layout would remove most traffic lights, and allow freeflow on the A27 eastbound and 1 traffic light for A27 westbound.
New bridge over the railway, bridge would be located immediately to the north of the current bridge and also have a shared cycle and pedestrian path.
Causeway Roundabout would become a traffic light controlled t-junction. The A27 approaches would become D2 around the lights for additional stacking of traffic. Westbound A27 approach would have three lanes for right turns. There would also be a pedestrian controlled traffic crossing as well.
Ford Road Roundabout would gain an extra lane, widened arms, traffic lights and pedestrian crossings on the roundabout and some arms
same as 0a but upgraded to a narrow dual carriageway
Remains mostly on current route, but upgraded to D2 and alterations all junctions. New D2 road from the crossbush junction to the current bridge over the arun.
Between the current D2 to the west to Ford Road Roundabout. A27 to be D2 with all junctions to be LILO (however some junctions may allow right turns, subjected to decisions made latter in planning). Land works and removal of vegetation to be minimal.
Ford Road Roundabout, same as Option 0a
Arun bridge to be widened to allow to D2 + shared path. Junction directly to the east for Fitzalan Road would also be made LILO. Current Bypass would be kept, however reduced to 1 lane eastbound only for access to the railway station.
Causeway roundabout would be removed and the single eastbound lane of the old bypass would terminate on it as a t-junction (or mini roundabout, not confirmed in documents).
New Bypass would be D2 constructed on an embankment over the floodplains of the Arun, new bridge over the river. New bridge over the road for a Public Right of Way.
Crossbush junction made into a dumbbell junction
Same as option 1 but with a roundabout at the western end to provide access to properties and future development.
Similar to option 3 however closer to the town which would have had inverse effects on safety, speed, noise and journey times.
Option 3 is a complete bypass, however takes a short route which cuts through a large amount of Binsted Wood.
The junction at Havenwood Park would be removed, but a new S2 road would be created going east to the junction where the A27 leaves its current route at a dumbbell interchange, from here the old A27 would be made into a single carriageway.
The new bypass would crossover Old Scotland Lane, Binsted Lane and Tortington Lane using bridges, then there would be a viaduct or embankment over the Arun Valley including Ford Road, River Arun and the Arun Valley Railway before connecting at Crossbush Interchange. There would be no junctions along its entire length.
Similar to option 5, however goes completely outside the south downs national park, would have cost more for no gain compared to the other options.
Option 5 has the scheme go the furthest west. It starts near Danes Crossroads at a dumbbell interchange which allows traffic to turn off to go down the old route of the A27, which would be reduced to a single carriageway and the old carriageway turned into a bridleway, the junction design would also use the western slip roads as S2 roads, allowing traffic turning off and on the B2132 to either join/exit the A27 as well as head up/down to the dumbbell. The D2 east from the junction would become S2 by breaking up the westbound carriageway which would then become a bridleway. There would be new bridges for Binsted Lane, Footpath, Torrington Lane, Ford Road followed by a viaduct across the flood plains and railway line before joining back onto the A27 at crossbush.
The most preferred option to Highways England Same as Option 5 but moved southwards slightly to gain a bigger distance between road and listed buildings. Also the western end doesn't use the western slips roads for access to the B2132, but instead adds an extra arm to the southern roundabout and a t-junction of the old A27.
Similar to options 5b and 4, however completely misses the national park and ancient woodland.
2019 Consultation Options
In September/October a new consultation was held, where they proposed 6 different schemes, of which most were based on previous options. However all of this round's schemes would have a 70MPH road design speed limit (50MPH on one section of one of the options), instead of previously where a 40MPH restriction would have applied to parts.
The routes this time were mostly named by a colour, but do feature a number as well. All routes make Crossbush Interchange into a dumbbell, other changes will be mentioned below. All options include crossing the floodplain by either an embankment, or a viaduct. The following routes are:
Cyan is similar to the previous route 1, however has a vastly different plans while in Arundel. After crossbush, the road will travel across the floodplains and use a new bridge over the railway before crossing the river using a new bridge south of where the current A27 crosses the river.
The Current A27 bypass will remain, and become part of the Local road network, the current bridge is shown to be retained, but access to Fitzalan Road will be at-grade on both sides of the current A27. The New A27 will pass over Fitzalan Road.
Ford Road Roundabout will remain similar to how it currently is, however the western A27 arm would be closed. The New A27 would pass over the southern edge of the roundabout with no access to the roundabout or the local road network.
From here the current S2 would be upgraded to a D2, access off the A27 would be changed. The hospital will get a new access road from the A284. Junction with Jarvis Road would also be closed. Access to Park Farm and the White Swan would be provided by a new LAR on the northern side of the A27, and Tortington Lane would be disconnected from the A27 but run next to the A27 on its southern side.
Near where Long Lane currently is, there will be the western tie in in the form of a Folded Diamond Interchange, here Torrington Lane and the LAR to Park Farm and the White Swan will meet.
The Entire route would be D2, with what looks like provision for a future upgrade to D3. Only two junctions and a few changes to the local road network. There are also many plans for bridges and tunnels across the new road for accesses to current and proposed PROWs and Farm access.
Beige is the same of CYAN, however the differences are between the bridge over the Arun River and the Hospital. This option features what HE calls a "Through about", or what we call a Hamburger Junction, where by the current roundabout would be stretched out, giving a gap in the middle where the A27 can run-through meaning A27 through traffic doesn't have to travel around in a circle. This requires 4 lanes on the approach to the roundabout and 3 on the exit, to allow stacking traffic in the centre of the roundabout. Most of the junction would have to be traffic light controlled and is predicted it would exceed capacity in 2041 The Hospital would gain access via a LILO, however the exit would become an extra lane for the hamburger.
Crimson is practically the same as the previous option 3. After Crossbush it would head across the floodplain, river and Ford Road on either an embankment or viaduct as a D2. It would pass under/over Tortington Lane, Binsted Lane and Old Scotland Lane.
It would tie in the current A27 just before Havenwood Park, where the current D2 section ends with limited access to/from the west only.
There would also be a new short section of S2 between Havenwood Park and Yapton Lane so that to reduce the amount of at grade accesses onto the A27.
Magenta is a new route, likely as an outcome to the last consultation where people didn't want a road through Binsted woods, and therefore avoids as much woodland as possible, but instead takes the road closer to people's homes and through a golf course.
It starts off with the crossing the floodplain, river and Ford road on either an embankment or viaduct before heading into a cutting with a bridge for Tortington Lane. The road will then have a small viaduct over Tortington Rife, a small brook. Then there will be bridges for Binsted Lane, Binsted Lane (again). The road will then head over Binsted Rife, another brook with a current road "hedgers hill" being made into a bridleway which currently runs down and back up the banks of the rife.
The tie-in for this option is the most complicated, it is a variation of a folded diamond, however the B2132 runs north to south (however the southern side out have to be diverted) as well as the current A27 running to the east. This will however all the B2132 to have full access north to south, as currently it only allows right turns off the A27, but not onto or across.
Just after the tie in, Mill Road and Tye Lane would be blocked up (currently it is a LILO)
Amber is practically the same as Option 5a from before, HE prefered route. It is similar to Magenta, however it changes course before Binsted Lane, heading across further north. It also has an additional bridge over another brook called "The lag" amd another one after called "The Shaw".
The Main difference is with the western tie in. To reduce the amount of woodland that would have to be removed, access to/from the west has been taken east of the woods, using Binsted Lane (that I would then assume to be upgraded into a B type road from the proposed junction to the current A27, with priorities changed at that junction too). There is no access to get on/off from the east. Through Binsted woods the new road would take viaduct to allow wildlife on the floor of the woods to not be effected. Junction with Yapton Lane and Shellbridge Road (B2132) would become LILO, Tye Lane and Mill Road would be closed off.
Grey is practically the same as the previous option 5b, with the road completely avoiding the national park. It is the longest route and was selected are the preferred route in October 2020. This was unexpected since Magenta and Amber were more popular in the consultation, however the stubborn South Downs National Park Authority were likely going to cause issues so avoiding the national park entirely was seen as the best option. This also meant that the road all the way to the Fontwell Bypass would be improved. Highways England also called this route the South Downs National Park Bypass, which may carry more merit than "Arundel Bypass" at face value.
2022 Statutory Consultation
The statutory consultation revealed more detailed & revised plans for the previously selected preferred route (Grey). Changes mostly involved the western tie-in. The alignment was moved slightly North to take it away from a current housing development, this resulted in the curves of the road being too steep for NSL, so the Western 2.5km will be limited to 50mph. Access at Fontwell is also restricted before the East roundabout. The alignment and bridges over/under the A27 have also been adjusted, with Binsted Lane only using 1 bridge now instead of 2. Also some of the bridges/viaducts over the rifes have been shortened, however it has now been chosen to use a 1.5km long viaduct across the Arun Valley instead of an embankment.
- Highways England: Representatives Forum - Additional junction with Ford Road 12.06.2019 (archive.org)