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CHAPTER 9
Shared Priority: Tackling Congestion
9.1
Introduction
Many people feel that they experience congestion on a regular basis in Wiltshire.
But what is congestion? In simple terms, congestion occurs when there is more
traffic demand on the road network than the network can cope with. This then
results in longer and more unpredictable journey times which can be frustrating
to car users, public transport users and operators, businesses, cyclists and even
pedestrians. This frustration can in turn lead to ‘rat-running’ which often produces
adverse impacts on less suitable roads and their associated communities. In
addition, increased freight journey times and unreliability impact on the County’s
economy and competitiveness.
While congestion is undoubtedly a growing problem nationally, and particularly in
some of the UK’s larger urban centres, the Government recognises that it is not an
important issue for every authority. Indeed, the guidance for LTP2 states that:
“For those authorities that do not judge congestion to be a major
current or emerging issue, we [the DfT] will not expect to see detailed
proposals in LTPs for tackling or preventing congestion”.
Broadly speaking, traffic congestion is not a major problem in Wiltshire. However,
journey time reliability is an issue, particularly on the A350 and on the A36 in
Salisbury, and there is some limited and perceived congestion at specific times and
junctions, and in the County’s Market towns, particularly on market days. There
can also be adverse impacts on traffic flows caused by one-off events such as
accidents and road works.
Given the above, the County Council will continue to use a variety of methods to
assess congestion and will use a number of supply and demand side measures to
help reduce the use of the car and to promote and improve the attractiveness of
more sustainable forms of transport.
9.2
Analysis of Congestion in Wiltshire
A number of information sources and methods are utilised to identify current and
emerging congestion issues.
Traffic Counts
In carrying out its duties as highway authority, the County Council undertakes an
extensive programme of traffic counts and surveys throughout the county, as well
as rail passenger counts and cycle and pedestrian counts.
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Traffic is monitored systematically by Automatic Traffic Counters (ATCs) on the
major links of the inter-urban network including ‘A’ and ‘B’ class roads, as well as
some of the more important ‘C’ roads. A number of ATCs are also used in Salisbury,
Warminster, Trowbridge, Bradford-on-Avon, Melksham, Westbury, Devizes and
Calne.
A full programme of manual traffic counts is undertaken each year to supplement
the ATC data, particularly in urban areas. These manual counts can provide more
detailed information on traffic flow classified by the type of vehicle.
Other types of traffic survey are carried out when more detailed information about
traffic movements and characteristics are needed. These include classified turning
counts at road junctions, roadside interview surveys, registration number surveys,
pedestrian/vehicle surveys and parking surveys.
Table 9.1: Recent Traffic Count Data
Baseline
% Change in Traffic Flow:
Baseline to 2004/05
Urban Traffic Flow: Devizes
2001
0%
Urban Traffic Flow: Salisbury
1999
-6%
Urban Traffic Flow: WWSTS
2001
0%
Inter-Urban Traffic Flow: Devizes
1999
+5.5%
Inter-Urban Traffic Flow: Salisbury
1999
-0.2%
Inter-Urban Traffic Flow: WWSTS
1999
+3.4%
Inter-Urban Traffic Flow: Rest of County
1999
+1.3%
Location
Table 9.1 shows that, with the exception of inter-urban traffic in the Devizes area,
there have been generally relatively low levels of traffic growth in Wiltshire over the
last few years. This contrasts with the picture nationally where traffic has grown by
6.8% between 1999 and 2004.
Journey Time Surveys
The County Council has and is investigating a range of options for quantifying the
extent of unpredictable variations in journey time, including the use of link speed
data secured through the contract between the DfT and ITIS Holdings plc for the
supply of data from vehicle tracking systems. However, at the time of publication,
this data was still unavailable.
In the interim, more conventional congestion survey methods using ‘floating’ cars
are conducted on the A350. These surveys measure lost time on ‘typical’ days
compared with the journey time established under ‘free-flow’ conditions. Other
journey time surveys using registration number surveys and ‘floating’ cars are
conducted on the main corridor routes leading into Salisbury.
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Table 9.2: A350 Journey Time Surveys
Journey Time
Journey Time Excess
2001
2002
2003
2004
2005
40m3s
N/A
39m51s
42m23s
41m34s
28%
N/A
28%
28%
36%
Although the 2005 survey identified a rise in the excess journey time along the A350,
the actual recorded journey times showed an overall improvement compared with
2004. The sections of the A350 causing particular difficulty are the Chippenham
Bypass (southbound) in the morning peak and between Yarnbrook and West
Ashton (northbound) in the evening peak.
Feedback from the Consultation Process
Congestion issues were identified as the top priority at a number of the Community
Area consultation events:
• Bradford-on-Avon – A363 through the town
• Devizes – A361 Caen Hill particularly during school terms
• Trowbridge – A366 Wingfield Road at school times
A particular common theme from these and several of the other events concerned
congestion associated with the school run. This was also reflected in comments
received from respondents to the Consultation Issues Paper. See Chapter 4 for
further details of the consultation process.
Future Major Land-Use Changes and Developments
As well as analysing current traffic congestion problems, it is also important to
assess land-use changes and developments which could potentially have an impact
on future congestion issues. The emerging Regional Spatial Strategy (RSS) will
set out the key development issues to 2026 (see Section 2.2.3). In the meantime,
the emerging Wiltshire and Swindon Structure Plan 2016 sets out the housing and
employment allocations to 2016.
Table 9.3: Proposed Housing and Employment Land 1996-2016
Dwellings
% of Plan
Total
Employment
Land (HA.)
% of Plan
Total
Kennet District
5,250
9%
60
8%
North Wiltshire District
9,000
15%
160
22%
Salisbury District
8,000
13%
80
11%
West Wiltshire District
11,750
20%
140
20%
Swindon Borough
26,000
43%
280
39%
Total
60,000
100%
720
100%
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Reflecting the emerging RSS, the Structure Plan proposes that most new
development should take place in Swindon, Chippenham, Salisbury, Trowbridge
and other settlements that are able to function as Service Centres for the wider rural
area. In doing so, the Structure Plan aims to promote more sustainable communities
that are accessible to the hinterland they serve, particularly by public transport and
without encouraging car-borne commuting to the Principle Urban Areas (PUAs). In
addition, the strategy of regenerating the economies of the Western Wiltshire towns
(Chippenham, Corsham, Melksham, Bradford-on-Avon, Trowbridge, Westbury and
Warminster) is a central part of the Structure Plan’s strategy.
At the Swindon PUA, the Northern Development Area (NDA) and Southern
Development Area (SDA) are proposed as the main locations for the development
of new housing, employment land, shopping and services in the period up to 2011.
Construction of the NDA started in 1994 and is anticipated to be substantially
completed by 2011. Construction of the SDA is likely to commence in 2006 and run
to around 2016.
A separate agreement between the County Council, Swindon BC and the Highways
Agency will be required to undertake works to improve junction 16 of the M4
motorway in order to accommodate traffic from the SDA. In preparation for this, the
County Council has been continuing its assessment work to ensure the junction
alterations satisfactorily limit the traffic impact of the development on the county’s
roads.
9.3
Measures
The traditional response to congestion has been to build additional road capacity.
However, this has environmental impacts and is expensive. Moreover, research
has identified that it can induce extra traffic. Consequently, building our way out
of the congestion problem is not a universal panacea but an option that has to be
considered carefully and utilised in appropriate situations. So, the challenge is to
use the road capacity we have more effectively.
9.3.1
Management of the Highway Network
The Traffic Management Act, 2004 is designed to transform the way Highway
Authorities undertake their duties and to ensure a more pro-active control of all
activities that take place on the highway network by others. The aim is to reduce
congestion and disruption to journeys by road. This is to be achieved through:
• Pro-active management of road networks and traffic.
• Better co-ordination and management of works and all other activities taking
place on the road network.
• More effective powers and sanctions over utilities’ street works.
• Wider civil enforcement powers over traffic contraventions.
The management of the highway network is perhaps the most important new duty
to be placed on local Highway Authorities by the Act. The County Council must,
according to the Act, manage its road network to secure the “expeditious movement
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of traffic” (including pedestrians) on its network. This implies a network that is
working efficiently without unnecessary delay to those travelling on it. However,
this needs to be qualified in terms of practicability and has to be weighed alongside
all the other things that the County Council has to consider.
In accordance with the statutory requirements of the Act, a Traffic Manager has
been appointed to ensure it has a co-ordinated, planned, and effective response
to the network management duty across the whole organisation, and to make
sure that agreed actions are implemented. This appointment will enable approach
to be made to the Council’s network management duties, including road safety,
congestion, and traffic management aspects. The key techniques and actions of
the Traffic Manager under the Act include:
•
•
•
•
•
•
•
•
•
•
•
•
•
identifying and managing road types.
monitoring the road network.
identifying locations where regular congestion occurs.
co-ordinating and directing works.
dealing with planned events.
managing incidents.
making the best use of technology.
managing parking and other traffic regulation.
enforcing road traffic regulation.
accommodating essential service traffic.
undertaking regular reviews of the network.
consulting and engaging with stakeholders.
providing travel information to road users and the community.
The County Council considers the Traffic Management Act to be a potentially
important tool in managing the highway network, and it is expected that the role
of the Traffic Manager will become increasingly important, especially as the
County Council’s Transport Asset Management Plan (TAMP) is developed and
implemented (see Chapter 11 for further details).
9.3.2
Network Information
One of the most significant impacts of the Traffic
Management Act is the requirement on local
authorities to measure and monitor network
performance. To work towards this, the County
Council has installed, primarily in Salisbury, a number
of Intelligent Transport System (ITS) applications
over recent years. Initially concentrating on internal
information exchange, information to external
organisations and the development of Urban Traffic
Management and Control (UTMC) in Salisbury, the
County Council could roll-out the benefits of ITS to
the rest of the county as the Salisbury system is
developed (see Section 12.3).
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Information for internal exchange
There are currently four principal ITS applications in Salisbury and Wiltshire: Urban
Traffic Control (UTC); Real Time Passenger Information (RTPI); Car Park Guidance
System (CPGS); and highway CCTV. Each of these systems can exchange data to
other systems and for other purposes. In doing so, they provide added value. For
example, UTC can deliver bus priority at traffic lights whilst the RTPI system can
provide data on network conditions by using the buses. Other examples include:
• Monitoring: UTC loop data, RTPI vehicle data and CCTV images can be used to
monitor network performance.
• Incident detection: UTC loop data, RTPI vehicle data and CCTV images can be
used for incident detection.
• Smooth traversing of network for public transport: UTC, RTPI and CCTV systems
can be used in conjunction to give buses traffic light priority and assist operators
to avoid incidents.
• Historical data: information from UTC, RTPI, car park guidance and CCTV
systems can be pooled to give valuable historic statistics.
• Information to public: UTC incident detection, bus RTPI, car park occupancy and
CCTV can be combined to inform the public of network conditions.
Information to external organisations
The most significant benefits from integration are delivered when all the ITS
information is packaged together. This information can then be used to give a fuller
picture to key stakeholders and users alike. For example, the Police, Highways
Agency and the local bus operator can have a common database viewer installed
to allow them to view the traffic network rather than separate links. Also, the public
may be better served by information being delivered as a whole (e.g. CCTV, RTPI,
car park and congestion information being provided at one point source, such as
a website).
Neighbouring authorities can also share network information as congestion in one
area can often lead to problems in another area. In the future, the countywide
deployment of ITS could be rolled out and it is expected that it would be appropriate
for Trowbridge, Chippenham and Devizes to have more sophisticated UTC/SCOOT
networks with bus priority and network management capabilities.
Figure 9.1 below schematically illustrates how these links could be put into practise
to deliver improved ITS services within Wiltshire.
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Figure 9.1: Information Flow in an Integrated ITS System
A future architecture based on UTMC
To assist in achieving the requirements of the Traffic Management Act, the County
Council is proposing to take forward the integration of the ITS on the basis of the
national UTMC model developed by the DfT. This centres on the installation of a
Common Data Base (CDB) as an information hub at the heart of the system to
hold and disseminate information. Current and future ITS applications will pool
their information into the CDB allowing this shared information to be extracted both
internally and externally.
Figure 9.2 below shows how this approach could be used in Salisbury and Wiltshire
as a whole, and presents a physical architecture for delivering the integration
shown in figure 9.1.
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Figure 9.2: UTMC Architecture for Salisbury and Wiltshire
9.3.3
Development Planning and Control
Development planning policies and control are important tools, as preventing
congestion problems before they happen is nearly always much cheaper and
easier than developing solutions after they occur.
The Wiltshire Structure Plan aims to achieve a more sustainable pattern of
development where the emphasis is placed on reducing the growth in the length
and number of motorised journeys and encouraging alternative means of travel,
hence reducing reliance on the private car. As shown in Chapter 5, a number of
components of the LTP Core Strategy seek to utilise land-use and transport powers
to address and reduce congestion issues in Wiltshire.
As the local highway authority, the County Council also has an important role to
play through its development control function to ensure that the location, layout and
impact of new developments do not exacerbate or cause new congestion problems.
The four District Councils, as local planning authorities, consult the County Council
on planning applications which have implications for highway design, traffic, parking
and other transport matters. The wider policy framework is provided by national
guidance, such as Planning Policy Guidance Note 13 ‘Transport’ (2001), the
Regional Transport Strategy and local development plans. In assessing Transport
Assessments submitted with planning applications, the County Council makes
use of the advice of the Institute of Highways and Transportation’s ‘Guidelines for
Traffic Impact Assessment’ and, in the absence of DfT good practice advice, the
Scottish Executive’s ‘Guide to Transport Assessment in Scotland’.
In addition, and reflecting Government guidance which states that LTPs should
not solve problems caused or exacerbated by decisions made without reference
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to their transport implications, the development control process will seek to ensure
that the Council does not pay for development impacts. The Council recognises
the potential benefits that can be derived through the negotiation of substantial
contributions from developers to off-set the negative transport impacts that can be
caused, and to provide good quality options for travel. This is supported by work
currently in progress to develop and establish a more formalised methodology
that can be used to establish equitable tariffs that can justifiably be levied on new
development in those areas where interventions are identified.
Priority for this work will focus on the strategically significant towns in the County
noted in the Regional Spatial Strategy. The methodology will be developed in
accordance with ODPM Circular 05/2005, and with the potential outcomes from
the Planning Gain Supplement consultation in mind. The Council will then seek to
have the methodology reflected in policy through the District Council’s emerging
Local Development Frameworks, as core transport policy.
Until the new methodology has been established, the County Council will continue
to seek to secure maximum developer contributions towards local transport
enhancement on a site by site basis.
9.3.4
Public Transport
One of the two aims of the County Council’s Public Transport Strategy (see
Appendix 4) is:
To provide the public with a wider range of travel choices as an alternative to
the private car, thereby contributing to reducing congestion and air pollution
and improving road safety.
The Public Transport Strategy is based around the identification of four categories
of geographical area, of which three have particular significance for congestion
issues.
Within the Salisbury urban area the bus will play a major role in helping to reduce
congestion and the impact of traffic as part of the STP (see Chapter 12 for
further details). The principal elements of the strategy include Park and Ride and
improvements to public transport such as bus priority, new bus routes, enhanced
frequencies, consideration of extensions to concessionary fares for targeted groups,
RTPI, support for rail service enhancements, and improved bus-rail integration.
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Figure 9.3: Key Bus Route Network
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The first LTP defined a key network of strategic bus routes (the Key Bus Route
Network) linking the main centres within and outside the county. As such, they
perform more than just a local function and can make a significant contribution to
the aim of providing transport that is frequent and attractive enough to be seen as
an alternative to the private car. The Key Bus Route Network will be given priority
for improvements to infrastructure and used as the basis for developing quality
partnerships with the operators. Targeted fares discounts will also be sought where
this will increase passenger use and is consistent with maintaining commercial
viability. Through ticketing, interchange improvements and timetable integration
with long distance rail, and other strategic network services, will also be sought.
Wiltshire has a number of other settlements (Chippenham, Trowbridge, Melksham,
Devizes, Westbury, Warminster, Bradford-on-Avon, Corsham, Calne, Wootton
Bassett, Amesbury / Durrington / Larkhill / Bulford, and Tidworth) which are large
enough for public transport to be needed for some journeys within the town. The
aim here will be to provide services that offer a realistic and attractive alternative
to the car on the best-used routes. Quality and infrastructure improvements will
be sought where achievable and increased passenger use, through high profile
marketing and measures such as ‘network branding’, will be sought where this is
appropriate. To encourage interchange, through ticketing will be sought for crosstown journeys and for connections onto Key Bus Route Network services. Coordination with rail services will also be sought where relevant and feasible.
Punctuality and reliability were identified in consultations for the Public Transport
Best Value Review as important factors in seeking to improve public satisfaction
with bus services. Four measures have been developed to address this issue:
• Closer working with the County Council’s Traffic Manager and with the Highways
Agency to provide better information to operators about, and to seek to mitigate
the impact on bus services, of street works and road closures;
• Annual monitoring of overall (countywide) bus reliability, to establish and seek to
influence trends;
• Punctuality and reliability partnerships with operators to identify and seek
to address particular problem locations and issues, on both commercial and
supported services (these will be piloted with operators who already have
equipment for tracking the location of their vehicles), and;
• Increased attention to monitoring the reliability and punctuality of Council funded
services.
Rail services also form part of the strategic inter-urban network, with a twin role
in providing for local inter-urban journeys and also linking to the national network
for longer distance travel. The Public Transport Strategy’s aim is to press for
improvements to Wiltshire’s rail services and facilities through influencing the
DfT and the rail companies, and working in partnership with other authorities and
through the regional structures. In doing so, the development of rail services can
contribute to the County Council’s objectives of developing the local economy,
relieving traffic congestion and encouraging sustainable travel patterns. In particular
the County Council considers that the Swindon - West Wiltshire - Southampton
service should be developed as it has considerable potential to help relieve local
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traffic and environmental problems and to contribute to the WWSTS. However, due
to changed policy objectives at the DfT, the franchise service levels on this route
are proposed to be cut back in December 2006.
Although protecting land for the construction of new stations at Corsham, Wilton,
Porton, Melksham and Wootton Bassett remain part of the Wiltshire Structure
Plan, it is recognised that pursuing these is unlikely to be productive until there are
changes in the national rail funding situation. On the other hand, improvements
to existing stations (particularly to facilitate interchange between rail and road
transport) are included in the five-year programme. This approach reflects the
advice of the Rail Passengers Council and Committees (RPC) report ‘Strategy
to Reality: using Local Transport Plans to deliver on rail’ (February, 2005) which
stated that rail strategies in the first round of LTPs were generally more aspirational
than deliverable. For LTP2s, the RPC has stated that the following should be the
focus:
•
•
•
•
•
access to the rail network for communities
enhancing integration
improve the provision of information
encourage multi-modal ticketing
developing partnerships to improve station facilities
A five-year implementation plan for public transport measures is set-out in the Public
Transport Strategy. It is based on knowledge from the delivery of previous measures,
learning from others through the sharing of best practice and experiences, and an
analysis of the current situation in Wiltshire. The programme represents what the
Council considers to be the most effective way of using the available limited funds
to achieve its objectives. The congestion related measures in the implementation
programme include the following:
• Bus frequency and coverage: the Council will seek to maximise commercial
provision through the continued development and expansion of Quality Partnerships
with the operators, and through joint initiatives to increase passenger use. This will
build on experience with existing successful partnerships, and the recommendations
of the 2004/5 Best Value Review. The aim will be to establish partnerships covering
all Key Bus Route Network services by 2010-11. The successful ‘Kickstart’ bid for
the Swindon – Chippenham corridor will be implemented, with the intention that
the increased service frequency will be commercially viable by the end of the three
year funding period in 2008/09. Further opportunities to bid for ‘Kickstart’ funding
on other routes will be pursued if and when they arise.
• Bus frequency and coverage: the Council will seek to ensure that new
developments are well served by bus through planning guidance and by securing
developer contributions through Section 106 agreements. These allow the Council
to secure contributions for the provision or improvement to infrastructure and
services in order to meet the needs of new developments. Services will be reviewed
at the end of the Section 106 funding period to see whether they have become
commercially viable.
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• Bus stops, shelters and interchanges: completing the established Key Bus
Route Network project of installing raised and drop kerbs, new shelters with seating
and lighting, improved stop layouts and timetable display cases at main stops on
inter-urban routes. Priority will be given to routes that have the greatest potential
for the development of Quality Partnerships with the operator, and / or where low
floor buses are in operation.
• Punctuality and reliability: Punctuality Improvement Partnerships are being
piloted with major operators who already have the capability to ‘track’ buses with
vehicle location technology. This approach will be evaluated before extending
Improvement Partnerships to other operators. If the technology proves costeffective, LTP funding may be used to encourage further development of this
approach to other commercial and supported routes.
Improvements will be made, in association with the Council’s Traffic Manager, to the
arrangements for informing and liaising with bus operators about street works and
road closures, with the aim of seeking to mitigate (where possible) their adverse
impact on buses and on general traffic flows.
• Quality: the Council will continue to work with commercial operators, through
Quality Partnerships and by joint bids for ‘Kick Start’ funding (when available) to
encourage them to invest in vehicles, marketing, customer care and disability
awareness training. Where feasible and appropriate, Council investment and
activity will be coordinated with operator plans to help them develop a strong
business case for investment in Wiltshire.
• Fares and ticketing: the inter-availability of tickets will be encouraged on
commercial services (as far as is possible within a competitive deregulated market),
and will continue to be a requirement on Council-supported services. The Council
will continue to promote the Wiltshire Day Rover ticket which offers unlimited travel
on nearly all operators’ services throughout the county.
• Rail: the level of train services in Wiltshire has improved since privatisation, and
the Council will continue to pursue the maintenance and improvement of services.
Wiltshire’s interests will be promoted through consultations on franchise renewals,
annual timetable changes and other rail policy issues. Specific aspirations are
included in the Public Transport Strategy (see Appendix 4).
• Taxi/private hire: promotion of taxi – bus/rail interchange (through provision
of appropriate facilities and information) will be taken into consideration when
improvements are carried out at interchange locations.
• Information and marketing: RTPI offers a completely new type of information
provision and should improve passenger confidence and the image of bus travel.
The technology also provides benefits to the bus companies in terms of managing
their operations. However, costs of installation and maintenance are high, and the
experience of existing installations in Salisbury and on the four key routes will be
evaluated before deciding whether to fund extensions to other routes later in the
LTP2 programme.
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• Co-ordination of transport and integration with other policy areas: Coordination of bus and train timetables, to promote opportunities for interchange, will
continue to be sought where feasible.
9.3.5
TravelWise and Smarter Choices
TravelWise aims to provide the public with as much information
and encouragement as possible to use sustainable travel
modes or reduce the need to travel altogether. Reducing
trips, mileage, and the use of private cars, especially those
used as single occupancy vehicles (SOV), can help to lower
congestion and air pollution, and improve people’s physical
health and wellbeing, road safety, and streetscapes. The
work of TravelWise, through influencing travel behaviour,
can contribute to both national and local objectives relating
to a number of transport, health, and social issues.
In order to influence people’s travel choices and behaviour, TravelWise is able to
use a range of initiatives known as ‘soft measures’ or ‘smarter choices’, which are a
group of transport policy measures that seek to develop opportunities and provide
greater information for alternative modes of travel to the private car. By promoting
such alternatives, the County Council can attempt to reduce car dependency and
achieve modal shift towards more sustainable forms of travel. Therefore smarter
choices can play an important role as part of the County’s LTP2 transport strategy
for managing the demand for travel.
To address the trend of increasing car ownership and subsequent traffic growth,
the County Council’s TravelWise team will use a targeted strategy of promotions,
publicity, education, training and physical engineering with special regards to:
• Trips under one mile, where walking and cycling can be promoted as the
‘norm’.
• Trips between one and three miles, where public transport can be complemented
by walking and cycling, especially in the main urban centres.
• Reducing SOV commuting trips through encouraging the development of
workplace travel plans to encourage more sustainable forms of travel, including
car-share schemes.
• Changing the school run in favour of healthier alternatives through the
development of school travel plans and as part of the ‘Every Child Matters
agenda’.
• Changing people’s negative perceptions of cycling, walking, and public transport
through providing improved information and personalised journey planning.
The trend of increasing car dependency for daily activities that were formerly carried
out successfully by walking, cycling, and public transport has had a number of far
reaching societal consequences. These include declining individual health, rising
levels of obesity, increasing social exclusion and community breakdown. Therefore
it is important that the role of smarter choices is developed to help reduce car
dependency and to contribute towards developing a more sustainable society.
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In order to effectively employ a range of smarter choices, the TravelWise team
has developed strong working relationships with a number of private, public, and
voluntary sector organisations (e.g. Sustrans, local health and education providers,
and public transport operators). This, combined with the effective and innovative
use of its revenue budget allows the TravelWise team to employ a range of tools to
discourage SOV use and to promote more sustainable forms of travel, including:
• Promoting its countywide car sharing scheme, www.carsharewiltshire.com,
which links into the national “Liftshare” network, to register and create as many
journey matching arrangements as possible. Evidence shows that many people
regard car sharing to be a potentially important tool in tackling congestion.
• Using the travel plan process to target schools, businesses, and other
organisations to develop bespoke strategies. Table 9.4 below shows the
programme for implementing School Travel Plans through local education
authority schools in Wiltshire.
• As part of a review of local authority School Travel Strategies undertaken by The
Access Company on behalf of the DfT and the Department for Education and
Skills, the County Council’s Strategy has been judged as ‘Category 1’ – likely to
meet the objecteives of the Travelling to Schools Initiative Project Board.
Table 9.4: Programme for Implementing School Travel Plans across
Wiltshire’s LEA Schools to March 2009
Reassessment
Date
No. of LEA
Schools
Ongoing Monitoring of plans
Approved by March 04
30/04/2006
73
To be Secured by March 2007
30/11/2006
57
To be Secured by March 2006
28/02/2006
8
To be Secured by March 2006
31/03/2006
28
Ongoing Monitoring of Plans
Approved by March 05
30/04/2007
4
To be Secured by March 2008
30/11/2007
55
To be Secured by March 2009
30/11/2008
22
Priority Description
Total
247
• Working with partnership organisations, including local health authorities, sports
partnerships, District/Town/Parish councils, community transport providers,
Chambers of Commerce, local interest and voluntary groups to:
• Help work together to promote sustainable travel and development into
the core of partner organisations’ daily work and their own staff’s travel
behaviour.
• Develop existing services further, such as the Salisbury and Bradford on
Avon Car Clubs.
• Gain from economies of scale by pooling resources and best practice.
• Publicity and education will include:
• Support for national, regional, and local campaigns such as National Bike
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•
•
•
•
Week, Liftshare Day, Walk to School Weeks, Walk on Wednesdays, Ride
for Rewards, Walking Buses, Post 16 Education Transport Partnership,
and the Schools Walking League.
User-friendly local cycling, walking, and public transport guides, such as in
Salisbury and Bradford on Avon, across western Wiltshire with a combined
bus timetable booklet, plus Healthy Ride packs setting out physical activity
routes and goals of two, five, and nine miles in main towns with cycle
networks.
Personalised travel planning, plus site specific advice for organisations.
An upgraded Young Transnet website portal linked to free GIS maps for
all schools under the South West Grid for Learning Initiative providing help
and guidance to schools and the wider community.
Ongoing consultation with local people through Cycle and Walking Liaison
Panels and other local community groups.
• Engineering measures to reduce car dependency and congestion through
sustainable promotion will include:
• Safer Routes to School funding in association with school travel plans.
• Free cycle stands as part of a Cycle Friendly Employer scheme.
• Community grants for footpath upgrades linking local residents and essential
services such as shops, post offices, schools, bus stops, community halls,
pubs, and churches.
• The County Council to lead by example with its own travel plan. The Council
recognises that as a major employer in Wiltshire and as the leading advocate of
sustainable travel and travel plans, it must show best practice.
9.3.6
Demand and Traffic Management Measures
Demand management measures can influence the level of traffic in towns and can
be an effective tool in encouraging the use of sustainable modes of transport.
Parking
A parking study, commissioned by the County Council, Swindon Borough Council
and the four District Councils during the LTP1 period, included a comprehensive
review of parking standards, charges, enforcement policy and approaches taken
to development contributions to transport infrastructure both within Wiltshire and
in neighbouring areas. The study made recommendations on the introduction of
maximum parking standards for new development, revised parking standards
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reflecting accessibility by other modes, new enforcement measures and a common
approach to seeking development contributions to transport infrastructure. The study
was agreed as the basis for the development of supplementary planning guidance/
framework and the policy on maximum car parking standards has been adopted to
manage the future provision and operation of car parking across Wiltshire. Further
interpretation to suit local circumstances will be achieved through the preparation
of Local Plans/Local Development Frameworks.
In towns served by adequate sustainable transport alternatives, public car parking
management and pricing policies will seek to reduce reliance on the car and
maintain the economic vitality and viability of the centre by reducing long-stay
parking and increasing short-stay parking for shoppers and visitors.
Traffic Management Measures
Along with parking, traffic management measures are a key component of any
integrated approach to transport planning. They can enhance the management
and efficiency of the highway network through a variety of measures such as the
re-allocation of road space, speed controls, pedestrian crossing facilities and
intelligent transport systems.
The County Council will continue to invest in the development of traffic management
schemes that enhance the environment in order to make walking and cycling more
attractive, address safety and speeding issues, and contribute to the meeting of air
quality targets.
Charging Measures
Charging measures, such as road user charging and the workplace levy, are likely
to become important tools in reducing traffic growth and encouraging the use of
sustainable transport modes over the next ten years or so. However, given the
predominantly rural nature of Wiltshire, it is unlikely that these types of measures
would have a significant impact on traffic levels outside of the main urban areas.
Nevertheless, the County Council will keep abreast of what is happening elsewhere
in the UK and will keep opportunities for charging measures under review. In
addition, the County Council will support the development and implementation of
appropriate charging measures in Swindon, Bath and Bristol where these assist
Wiltshire’s economic, social and environmental objectives.
Freight
The County Council takes seriously the need to achieve a more sustainable
distribution of freight that balances the needs of the economy, the environment
and society. To this end, the County Council has established a Freight Quality
Partnership (FQP) and has a Freight Strategy that seeks to manage freight
movements in the County. A key component of this Strategy is the establishment
of a two-tier system of lorry routes, comprising a network of strategic routes and a
supporting network of local lorry routes.
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Work has been undertaken during LTP1 to implement the Freight Strategy and
set-up the strategic HGV route network. Once this strategic network is established,
attention will turn to reviewing and developing the local lorry route network. After
the introduction of the HGV route network, consideration will then be given to the
implementation of a targeted programme of traffic management measures.
In terms of dealing with local HGV issues, the County Council typically follows a
phased approach which first seeks to establish the significance and nature of the
problem. If warranted, discussions are then undertaken with haulage operators and
any appropriate signing changes are implemented. Only after these actions have
been carried out would the use of traffic management measures be explored.
Further details of the Council’s Freight Strategy and Freight Action Plan are
provided in Appendix 3.
9.3.7
Network Improvements
Wiltshire’s integrated transport programme will continue to focus investment on
schemes that aim to tackle congestion and journey reliability problems by improving
road safety and promoting access to other modes of transport, such as public
transport, cycling and walking, thereby creating an environment where reliance on
the private car can be reduced.
Cycling
The County Council will continue to develop the cycle networks that have been
established in the towns of Calne, Chippenham, Melksham, Salisbury, Trowbridge,
Warminster, Westbury, Wootton Bassett, and Devizes. As part of this work, the
networks will be reviewed in the early part of LTP2 in order to take account of recent
development and land-use changes. In addition, cycle networks will be developed
in the smaller towns of Bradford-on-Avon, Corsham, Marlborough and Tidworth
during LTP2. The urban networks will be complemented by the development of
inter-urban cycle routes, although the prime emphasis during the LTP2 period will
be on the provision of cycling facilities in Wiltshire’s towns.
The measures to be implemented will include new cycle tracks, cycle lanes,
‘Toucan’ crossings, shared-use footways and secure cycle parking facilities. The
development of these cycle facilities will be overseen by the town cycle liaison
panels, which have been established in the County.
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It is believed that the implementation of these schemes, and the promotion of cycle
routes in the County, will increase cycling, or at the very least help to arrest the
current decline in cycling, and contribute to the stabilisation of the increase of traffic
and congestion.
Integration of the routes and facilities provided by Sustrans with the more urban
and utility based improvements being undertaken within the larger towns will
be actively pursued. In March 2006, the Council undertook a Scrutiny review of
cycling in Wiltshire, where a task group of Members considered evidence from a
wide range on internal and external sources, and the Group’s recommendations
offer advice on matters of principle and detail. One of those recommendations
identifies the opportunity for the type of integration referred to above, advising that
the Council should:
“…continue to develop working relationships with Sustrans, consulting
with Sustrans on new developments and wherever possible improving
the national route infrastructure”.
A full copy of the Scrutiny report is available at: http://194.72.162.210/documents/
dscgi/ds.py/View/Collection-1109
Walking
The promotion of walking and its integration with other transport modes is a basic
tenet underlying Wiltshire’s transport strategy.
During the LTP2 period, the County Council proposes to implement an ambitious
programme of pedestrian schemes and street scene improvements that will
encourage walking by making it a safer and more enjoyable option.
These schemes will provide new and improved pedestrian links, improved street
lighting and enhanced crossing facilities that will improve the safety and connectivity
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of the walking routes that link residential areas and the places that people need to
visit, such as schools, town centres and other community amenities.
The County Council is committed to improving the accessibility of the centres of its
market towns as they are the natural focus of people’s journeys and the setting for
the County’s localised congestion problems. This will be achieved by the promotion
of sustainable travel options as the provision of improved transport facilities in
Wiltshire’s urban areas will serve the greatest number of people’s trips and is likely
to have the largest impact in influencing people’s travel choice.
The proposed town centre accessibility improvements will embrace all transport
modes and will include the provision of better public transport infrastructure,
measures to reduce accidents, and facilities to improve conditions for cyclists,
pedestrians and those with mobility impairments. At the same time, efforts will be
made to increase the efficient movement of vehicular traffic with limited increases
in road capacity where it is considered appropriate. During the LTP2 it is intended
that town centre accessibility improvements will be undertaken at Trowbridge,
Warminster, Westbury, Melksham, and Bradford on Avon, with the aim of enhancing
conditions for pedestrians and shoppers, thereby promoting the economic vibrancy
of these market towns.
9.4
Transport Innovation Fund
The Government announced the Transport Innovation Fund (TIF) in the White
Paper ‘The Future of Transport’ (2004). The TIF aims to support the costs of
additional smarter, innovative, and coherent local transport measures. Revised
guidance produced by the DfT in early 2006 outlined the criteria for which projects
would be supported, principally those specifically aimed at tackling congestion and
improving productivity.
The County Council made an initial expression of interest to the GOSW in January
2005, the proposals of which were outlined in the County’s provisional LTP2.
However, the revised DfT guidance suggests that these proposals (A36 traffic
management, HGV weight limits and enforcement, and linking RTPI systems to
neighbouring systems) would not satisfy the derived TIF bid funding criteria.
However, as a result of work recently completed in partnership with West Wiltshire
District Council in developing its Air Quality Action Plan (AQAP), a more suitable
candidate for TIF funding has been identified, outlined as follows.
9.4.1
Bradford on Avon Demand Management
The recently approved AQAP produced by West Wiltshire District Council outlines
the preferred strategy for dealing with the two AQMAs in the West Wiltshire District,
one of which covers part of Bradford on Avon town centre. The measures outlined
in the AQAP specifically for Bradford on Avon are based on a combination of ‘soft
measures’ and demand management (further details can be found in Appendix 6
‘Air Quality’).
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The County Council considers this scheme to be a possible candidate for TIF funding
as it will seek to address air pollution problems as a result of localised congestion
in the town centre of a market town. The solution identified in the District Council
AQAP advocates a combination of demand management measures to control the
volume of traffic in the town centre along with developing a range of soft measures
aimed at encouraging modal shift by improving opportunities for walking, cycling,
and public transport in the town. This would fulfil the criteria established in the
DfT’s bidding guidance for TIF projects.
The demand management element of the AQAP proposals will need to be a system
that responds to queues and delays on the critical streets within the AQMA. Once
monitoring equipment has detected that traffic volumes and queuing have reached
predetermined thresholds, a system of traffic signals and variable message signing
would be activated on the main approaches to the town centre to hold up or divert
traffic away from the town centre. Subject to the availability of funding, it is intended
that such a scheme be implemented and commissioned by the end of 2008/09 in
order to achieve the statutory 2010 air quality targets.
Since approval for the AQAP was only granted by DEFRA in January 2006, the
detail of such a scheme has yet to be worked up in close consultation with the local
community. However, the County Council has allocated a budget commitment to
further develop these proposals during 2006/07, with a view to submitting a TIF bid
in 2007.
9.5
Targets
Wiltshire is not subject to two of the Government’s mandatory congestion targets
(see Chapter 15 for further details on targets). The Government only requires the
following mandatory congestion targets for authorities with urban centres populated
by over 100,000 people or for former metropolitan counties, and LTP2s covering
Bristol, Nottingham and Leicester:
• LTP6: Changes in peak period traffic flows to urban centres.
• LTP7: Congestion (Vehicle Delay).
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