Final LTP March 2006

This section highlights the key elements of our Congestion Strategy and a detailed description is included in ‘Congestion Strategy Statement’

There are two parts to the Strategy; the short term prior to any implementation of proposals arising from the TIF study; and the long term encompassing the roll out of any proposals arising from the TIF work.

Short Term

Our short term strategy has two main elements:

1. targeting congestion hotspots and corridors for action and ongoing network-wide improvements to drive up the quality of alternatives to car use and the efficiency of the network (both road and rail)
2. policies to assist constraint, for example car parking policies that do not encourage commuting by car to centres

This all takes place within the framework of ongoing work to encourage modal switching to the most efficient forms of transport.

Using information from ITIS, MATTISSE and UTC operators, we are identifying the key road congestion points by both time of day and location.  Using resources primarily from our IT block, we are, where possible, identifying local solutions to particular problems.  We will seek to 'lock in' benefits achieved, to ensure these do not merely release extra capacity that is filled by additional vehicles.  This approach has already been used to develop the Red Routes package 1 proposals, but programming considerations have meant we have not been able to adopt a 'worst first' approach.  It will also inform the development of future phases.

Our short term strategy will also reduce congestion through road network improvements, public transport enhancements and local schemes that support regeneration.  We will coordinate our programmes with the Highways Agency, through the ATM and Route Management Strategies, DfT (Rail), through implementation of the Rail Utilisation Study (RUS) recommendations, and with neighbouring authorities, for example on strategic Park & Ride sites.

Congestion on local rail services is being approached within the framework set by the RUS.  The primary actions are to lengthen platforms to allow longer trains to run as there are only extremely limited opportunities for running extra trains at peak periods.  Limited door opening is also being considered where lengthening poses particular problems.  Despite the limited opportunities, ways of reducing congestion and improving reliability through revising timetables and stopping patterns, whilst still maintaining reliability will continue to be explored to ensure we are squeezing as much out of the system as possible.

A review of how individual elements of our Strategy and programme such as red routes contribute to tackling congestion is provided in ‘Congestion Strategy Statement’.

We have used outputs from the new PRISM model to forecast what the increase in the number of trips would be, assuming recent trends continue.  Trips will increase as a result of our regeneration policies creating more jobs and housing in the Metropolitan Area.  An increase of 13% is forecast - some 240 million extra trips per year.  Of these, 165 million would be car trips, which would undoubtedly exacerbate congestion and increase peak period car journey times by 25% to 35%.  Bus users would suffer slightly smaller increases in delays.  PRISM outputs indicate that the IT block programme would enable us to deliver our congestion and related targets.  However, it would not support the regeneration of the Area or our long term growth aspirations.

The challenge we face is to ensure that congestion harms neither our competitiveness nor environmental quality.  This means that public transport, walking and cycling must play a bigger role in providing for extra trips and in ensuring our transport networks operate as efficiently as possible.

We can have greatest impact by encouraging people to change the way they travel from cars to public transport, walking and cycling.  We have put in place a programme to enhance the work we already do through TravelWise and Safer Routes to School.  Our aim is to transfer a further 5% of trips from cars to other modes.  This would limit the increase in peak period congestion to between 17% and 25%.  Total kilometres travelled by car would increase by about 7% to 8%.  The roll out of the Network West Midlands re-branding is anticipated to contribute to achieving the modal transfer sought and this will begin in 2006.  Planned Major Schemes could also mean that congestion did not increase to such a large degree, but their delivery would take some years and thus benefits would mainly be experienced at the end of the LTP2 period and beyond.

We have plans, subject to funding being available, to improve road network efficiency.  The two principal tools are Red Routes and UTC improvements.  The expansion of Red Routes across our Area is expected to reduce journey times by 10% and improve reliability by 20%.  Our UTC proposals have the ability to increase peak period capacity on the strategic network by 3% and reduce delays by 10% -15%.  We will undertake measures to 'lock in' these benefits, so that we avoid increasing car trips at the expense of other modes.  Ongoing improvement to our network information and management system, funded from our IT block, will continue but will not bring the benefits that the UTC Major Scheme could.

Further Major Schemes to improve the bus and rail network capacity and reliability are proposed, but depend on new funding becoming available.

Table 1 ‘Forecast Number of Trips (millions per year)’ sets out the current forecasts.

Long Term Strategy

The long term strategy will be determined by the outcomes from the TIF work.  However, it is clear that if we are to cater for the extra trips forecast and prevent congestion getting worse a step change in our approach is necessary.  At this time, the focus is on managing demand and all approaches, including road pricing will be examined.  It is intended that the first stage of the technical work will be completed by June 2006.  If it is decided to move to the next stage, a detailed examination of a limited number of options is likely.  Key pre-conditions that must be satisfied are set out below.  A full copy of the submission is available to view at www.westmidlandsltp.gov.uk and a summary in included in the Congestion Strategy Statement.

There are many approaches to dealing with congestion and the solutions must be right for our Area.  The cordon scheme of congestion charging that was introduced in central London in 2003 is just one way of approaching the problem.  This is recognised as not being suitable for the West Midlands Metropolitan Area.  There are many alternatives, including for example:

• Targeting of peak time travel behaviours, for example the school run
• Electronic road pricing by locality and time of day
• Home-working and variable workplace hours
• Parking standards

Road Pricing

We are clear that no form of road pricing could be introduced unless certain conditions are in place.  In particular:

• Any schemes must improve and not detract from the region’s competitiveness
• Appropriate transport alternatives must be significantly funded and coming on stream to provide choice
• The factors affecting the conurbation’s ability to deliver quality bus services must be addressed
• There must be discussions about possible ways of hypothecating of revenues for reinvestment in transport in our Area
• The innovation and knowledge base of the West Midlands should be fully utilised in taking any initiatives forward

Any solutions must also:

• Take account of any national road pricing scheme(s), given our Area's proximity to key motorways and its place at the heart of the country’s road network
• Be responsive to specific local conditions in the conurbation both in terms of location and time of day
• Be integrated with the overall transport strategy for the conurbation
• Be consistent with our economic growth, regeneration and social inclusion strategies and align with regional transport strategies

Conclusion

The Metropolitan Area deserves a world-class transport system that meets the needs of local people and that reflects the significance of our position at the heart of the country.  Ignoring congestion is not an option if we are to stay competitive and see jobs and housing grow.  We are studying potential solutions to our transport problems in partnership with the Government and stakeholders to identify an agreed way forward.