Final LTP March 2006

The following section outlines many of the opportunities we have identified for reducing congestion in the past.  However in needs to be read in the context of our successful Transport Innovation Fund bid.  This paves the way for a detailed, systematic examination of all demand management measures, including road pricing and their potential for reducing congestion.  This could lead to a re-focusing of our approaches as different opportunities are identified.

On the supply-side, we acknowledge that general road-building is not the best way forward.  On the other hand, there are specific cases where an inadequate supply of road space and / or access restrictions are inhibiting economic growth, or where roads are needed to bring relief to specific areas such as town centres or residential areas.  The principal opportunity will be to make more efficient use of existing infrastructure, by maximising the use of new technology, techniques and legislation.

Red Routes - Our programme is based on evidence from London and will reduce congestion by introducing strict parking controls on key urban roads.  We have successfully piloted a Red Route on the A34 in Solihull, where evidence suggests freer flowing conditions and fewer accidents. The pilot will assist the roll out of  the Red Routes network.  We will use evidence from the limited examples of High Occupancy Vehicle Lanes and No Car Lanes elsewhere in the country, plus the Birmingham trial and car sharing promotion to see if these can help us make more efficient use of road space.

Local Rail - There is high demand for local rail travel, especially into central Birmingham at peak periods.  Centro has worked with train operating companies to help lease extra carriages on the Shirley, Walsall and Snow Hill lines. Analysis of this initiative will show whether it can be expanded for use elsewhere.

Centro is working through the West Midlands Route Utilisation Strategy to identify locations where platforms extensions could accommodate increasing passenger numbers.  Working towards better rail services accords with the top priority identified in public consultation in 2004.  Centro is also working with individual authorities to explore other opportunities for better rail services to meet local needs.

One note of concern arising from the RUS is the proposed closure of the passenger service on the Walsall - Wolverhampton railway line, to be replaced by an 'express' bus service.  This line links two major centres and might do more to contribute to modal shift if the service were to be more frequent and reliable, whereas an 'express' bus service is not likely to be an attractive alternative.  The closure proposal has been deferred to 2007, the proposed start date of the new West Midlands franchise.  It will conflict with the Vision, within the emerging Black Country Study, of a ‘polycentric city’ requiring good transport links between its centres, which include Walsall and Wolverhampton.  A more appropriate alternative would be the proposed Midland Metro extension linking Wolverhampton and Walsall and the current rail service should not be considered for withdrawal until this is in place.

The Camp Hill line through Kings Heath and Moseley is a currently underused rail corridor through a densely populated area suffering from severe road congestion and slow bus journeys to Birmingham City Centre.  Demand for a fast, frequent rail link to the City Centre is likely to be high. However current capacity constraints at either end of the route makes providing such a service into Birmingham New Street difficult.  It is therefore proposed to investigate the feasibility of providing a service on the route by linking it with a possible scheme to expand central Birmingham rail capacity by building link lines into the new terminal platforms at Birmingham Moor Street.  Such additional rail capacity in central Birmingham might be justified to cater for any significant rail growth caused by road demand management measures being introduced in the future.

Metro - Evidence from passenger surveys on Midland Metro line 1 and from other British and European LRT systems is helping us with proposals to extend the Metro network. This would increase the supply of what is a popular alternative to the car for many local journeys.  We are also examining other approaches to LRT, such as Bus Rapid Transit, as possible ways to reduce congestion and attract car users who are curently reluctant to transfer to bus services.

Bus - Centro works continuously with local bus companies to seek innovative and cost effective ways of increasing the level and standard of service, in order to lure motorists out of cars and improve benefits for existing bus users.

Park & Ride - Facilities have been expanded over the years.  We analyse existing sites and, where they are heavily used, seek to expand them.  In supply terms, Park & Ride gives motorists access to a sustainable mode of transport whilst in demand terms, it removes them from the most congested parts of the network.

Parking - In town and city centres, parking charges and overall provision can be set at levels which encourage access by public transport.  Managing parking demand frees up road space for journeys for which there are no alternatives.

Government Guidance recognises car parking availability as a major influence on how people choose to make journeys.  Some studies suggest that levels of parking are more significant than levels of public transport in determining choice of travel mode, particularly for commuting.  The Guidance places emphasis on parking as a key demand management tool.  Alongside other planning and transport measures, it can promote sustainable transport choice, reduce reliance on the car and reduce congestion.

We recognise the importance of parking policy, balanced with the need to maintain the vitality and viability of the Area’s centres.  The Metropolitan Authorities have drawn up and agreed the following policy framework:

'The seven District Councils are committed to working together on their transport strategy, developing policies and programmes that embrace the principles established in Regional Planning Guidance to enhance the Metropolitan Area.  This will contribute to regeneration of the economy, attention to the environment and take into account the interaction between transport and land use.  An important part of Regional Guidance is recognised as the need to co-operate on parking policies, encouraging use of public transport, while enhancing the viability of existing centres.

Although the ability of parking policy to influence the total demand, the modal share of trips and the attractiveness of the centre will be different for each of our varied centres (due to the presence of private non-residential parking and private sector run parking), the following policies are jointly agreed:

• We will continue to restrict long-stay public spaces to encourage the use of public transport where it is, or can be made, attractive
• We will continue to maintain sufficient short-stay spaces to ensure that each centre remains attractive to shoppers, businesses and visitors
• We will continue to price all Council operational spaces accordingly, ensuring that no one centre is significantly disadvantaged by such pricing mechanisms
• We will provide, within resource allocations, for improved quality through security, ease of pedestrian access and user-friendly payment mechanisms to meet customer demand
• We will continue to make use of Park & Ride opportunities on the public transport system where it can make a positive contribution to reducing the need for scarce central area space

As these controls come into place, we will continue to look to Government to ensure that it provides councils with sufficient powers and resources to be able to control parking supply, especially private parking, and to be able to fund, with the private sector, improvements to such facilities.'

Car Clubs - These are a way of having access to a car without owning one.  They suit people who do not need or want to use a car every day.  The idea works well in areas where there are limited residential parking facilities.  The emphasis on increasing residential development in the Metropolitan Area, and particularly in centres, makes Car Clubs a policy tool to consider.

Smarter Choices - We have worked with other agencies to help people make Smarter Choices about both the need for a specific journey and the appropriate mode.  Company TravelWise helps employers and employees realise the benefits of regular or occasional home- or tele-working, reducing travel demand.    Our pioneering work with MATTISSE, originating from collaborative work undertaken in  the European Commission 4th Framework Programme, is improving access to multi-modal travel information, giving people greater confidence in public transport and reducing demand for road space.

We have had significant success with workplace-based Travelwise initiatives, which seek to reduce congestion at peak periods by encouraging people to car share or travel by public transport, cycle or on foot.  We will continue to work with local organisations to identify opportunities to influence modal choice.

The success of these initiatives have led the Metropolitan Authorities to fund a pilot study extending TravelWise to other sites that attract regular use, such as places of worship and  leisure centres.  The lessons will be evaluated before further implementation elsewhere.

Smarter Choices also presents opportunities to reduce congestion by providing healthier ways of getting to and from school.  We have a substantial programme of Safer Routes to Schools which encourage parents to allow children to walk or cycle, supported by appropriate training and investment in infrastructure such as pedestrian crossings and traffic calming.  This will also help children become more active and healthier.

Our work with communications consultants has raised awareness of the issues and help an informed public debate.  It is difficult to measure how this awareness contributes towards reduced congestion.  However, against a do-nothing situation, it is clear that our communications strategy with the public and with businesses is leading to new TravelWise schemes and help less formal practices such as flexi-time working, which spreads demand away from peak periods.

An important spin-off of working towards more TravelWise and associated schemes is a general awareness-raising of the general issues facing everyone, including businesses, across our Area.  This will become increasingly important as we investigate innovative and acceptable ways of tackling congestion through the TIF regime.

The Bus Strategy 

This is an important element in reducing congestion and is a complementary document to the main LTP.  It has three over-arching objectives, one of which is directly focused on alleviating congestion:

'To encourage transfer of car use to public transport in the Metropolitan Area at busy times to reduce congestion and at other times to maintain public transport’s universality and commercial viability.'

This objective is supported by a number of Service Delivery policies.  The four most relevant to our LTP2 are:

• 1.  Network Operation: To encourage the provision of efficient, integrated and stable bus services in the West Midlands which meet bus user expectations and supports the economic vitality of the area
• 5.  School Transport and Education: To encourage the use of mainstream services and to reduce the number of children being taken to school by car
• 6.  Cross Boundary Services: To ensure comprehensive bus links with key destinations outside the West Midlands
• 7. Quality Partnerships, Networks and Contracts: To secure tangible improvement in bus services provision through effective partnership working, including statutory agreements with quality contracts also being considered if this is the only practicable way of delivering the Bus Strategy

Our congestion objective is also supported by actions to increase user confidence in public transport, including bus real time information, and better quality  Infrastructure & Schemes, more Showcase bus routes and the development of Bus Rapid Transit services on key routes.

The Bus Strategy aims to encourage better buses and more Showcase services that are most likely to attract car users. It details Key Action Areas to support each of its sixteen policies. 

An example is Centro's commitment to continue subsidising socially necessary bus services.  This policy contributes towards accessibility objectives.  Many people want to make one part of a return journey at peak times, and the other during the off-peak period.  Ensuring that there are adequate bus services at off-peak times means people can avoid buying a car, which they otherwise might need because of a lack of a bus service for half of their journey. This too helps to reduce congestion.