MEMORANDUM BY THE INSTITUTION OF HIGHWAYS
& TRANSPORTATION (RWP 33)
1. INTRODUCTION
1.1 The Institution of Highways and Transportation
is a professional body with over 10,000 members whose vision is
to represent professional excellence in the promotion, planning,
design, implementation and maintenance of sustainable transport
systems and infrastructure. It is part of the Institution's mission
to promote political, professional and public debate and understanding
of sustainable transport issues, to influence policy, promote
investment and encourage public support.
1.2 Membership of the Institution includes
transportation planners, traffic engineers, highway engineers
and other transport professionals employed by local authorities
and central government as well as those working in the private
sector and academia. Their decisions play a large part in determining
the impact that transportation infrastructure and operations have
on the quality of life, business and leisure activities as well
as safety and the environment.
1.3 The Institution welcomes the opportunity
to submit evidence to the House of Commons Select Committee for
the Environment, Transport and the Regions. The IHT has recently
(November 1999) published its latest technical guidelines on "Rural
Safety Management". These outline the procedures, and
measures, that should be adopted by local authorities with responsibilities
for rural areas if road safety is to be enhanced.
1.4 Much of the Institution's work is involved
with the production of technical guidelines. These guidelines
and manuals are essential for highway engineers, transport planners,
traffic engineers, town planners and other transport professionals
and represent nationally agreed standards in many technical fields.
These technical guidelines include: "Pedestrianisation"
(1989); "Accident Reduction and Prevention" (1990);
"Traffic Impact Assessment" (1994); "Cycle-Friendly
Infrastructure" (1996); "Safety Audit"
(1996); "Cycle Audit and Cycle Review" (1998);
"Planning for Public Transport in Developments"
(1999); and "Rural Safety Management" (1999).
The Institution currently has projects to produce technical guidelines
on: "Providing for Journeys on Foot"; "Pedestrianised
Streets", and "The Environmental Management of
Highways".
1.5 The IHT has submitted responses to consultation
papers from the Department for the Environment, Transport and
the Regions (DETR) on several draft Planning Policy Guidance (PPG)
Notes that will affect rural areas. These includes: PPG 11: Regional
Planning (April 1999); PPG 12: Development Planning (April 1999);
and PPG3: Housing (May 1999). It will also be commenting upon
the draft PPG 13: Transport.
2. GENERAL COMMENTS
2.1 These comments are concerned primarily
with the transport issues facing rural areas.
2.2 The IHT believes that there is a need
for sustainable and viable rural communities in the future. However,
forecasts of traffic growth imply that vehicle usage in rural
areas is likely to grow even faster than in urban areas. This
will present significant challenges for local authorities if rural
communities are not to suffer problems of environmental degradation
and "rural blight". There is a need for greater integration
between rural and transport policy.
2.3 The IHT fully supports the need to integrate
land-use planning and transport. This was clear in its response
to the consultation paper on "Developing an Integrated
Transport Policy" and in the recent IHT technical guideline,
"Planning for Public Transport in Developments".
Such integration will be especially important given the forecast
increase in household numbers (approaching 4 million in two decades)
as well as the growth of the demand for travel, much of which
will be as a result of increased leisure and tourism. Such trends
will have significant implications for rural areas.
2.4 There is a need for the Transport Assessment
of Development Plans to ensure that they do not imperil the Government's
ambition to reduce car dependency and promote sustainable transport.
In addition there is a need for the transport assessment of all
proposed developments, including those in rural areas.
2.5 It is essential that rural issues are
given appropriate priority in both Local Transport Plans (LTPs),
and Regional Transport Strategies (RTSs). There should also be
good links between development and Local Transport Plans, Structure
Plans and Regional Transport Strategies. It is vital that these
three relate closely to each other.
3. SUGGESTIONS
FOR INCLUSION
IN THE
RURAL WHITE
PAPER
3.1 The Rural White Paper should recognise
the diversity of rural communities and their special needs. Various
different types of rural communities exist: small urban settlements
(up to 3,000 in population); peri-urban communities; villages;
and isolated communities comprising possibly only one or two properties.
The balance between local economic development and conservation
interests varies greatly between the different types of rural
community.
3.2 Land-use planning should be used to
promote rural growth centres. In some cases these may be based
on new developments, such as teleworking centres. However, many
rural communities are still linked to agricultural activities
and small-scale businesses. Teleworking can only offer limited
opportunities in these locations. New developments should be encouraged
where rural bus services already exist or could be relatively
easily provided so that the services provided will be attractive
to passengers, including those who have the option to use a car.
Such developments may be on in-fill sites or the edges of existing
settlements. The Rural White Paper should encourage the creation
of settlements that can sustain regular bus links to larger towns.
Affordable housing is not being provided in existing villages
leading to the movement of population and the formation of dormitory
villages with out-commuting which also needs to be addressed.
3.3 The detailed design of the roads, bus
stops, footpaths and information sources must aim to make the
use of public transport easier in rural areas. Real time passenger
transport information should also be encouraged for rural services.
This could be more important in rural than urban areas, as services
are less frequent and waiting passengers are more vulnerable.
This is being pursued in Essex by way of pager or short message
services for mobile phones as well as street signs. This should
be developed funded centrally rather than remotely into a national
system. The Rural White Paper should make it a requirement for
all rural bus stops to be provided with a sign, with timetable
information as well as a passenger shelter. Some difficulties
may arise, however, in sensitive areas, especially with erecting
passenger shelters.
3.4 The IHT understands that the additional
funds made available to local authorities for the development
of rural bus services has led to additional services being provided.
However, it must be noted that many of these rural services are
merely the re-introduction of those that have been lost over the
last twenty years. Inevitably, they will take time to build up
patronage and are unlikely to be commercially viable. The Rural
White Paper must acknowledge the need for continued financial
support, at higher levels of funding from public sources. Similarly,
Dial & Ride bus services should be encouraged by the provision
of additional financial support.
3.5 It should not be assumed that rural
transport must always be provided in conventional ways by conventional
vehicles. One of the problems at present is that the legislation
makes it difficult to run innovative demand responsive services.
Dial & Ride bus services are an expensive, and very limited,
service. Increased resources are required for innovative rural
transport, which might include Dial & Ride services in some
cases.
3.6 An examination of the rules for Rural
Bus Services Grant (RBSG) is required. The cut-off date of1 May
1998, whereby any services running at that time could be supported
from funds, is causing difficulties for local authorities which
are required to divert funds to these services. Many services
being supported by the new funds have a low, but growing, patronage.
Meanwhile in some areas services which were running on 1 May 1998
(but with a much better patronage) are not performing well enough
to continue to be supported with funds provided by County Councils.
In some areas these are being withdrawn, leaving the lesser-used
services funded by RBSG still running. The Rural White Paper should
seek to rectify this problem.
3.7 The IHT guidelines on "Rural
Safety Management" outline several methods for improving
road safety. These involve traffic calming and the effective enforcement
of speed limits. The Rural White Paper should encourage local
authorities to adopt the guidelines in their local road safety
strategies. Within smaller settlements much greater priority must
be given to the needs of pedestrians and cyclists by adopting
measures to reduce traffic levels, reduce traffic speeds as well
as providing greater safety for these groups. The concept of Rural
Packages needs wider consideration. Local Authorities should seek
to review the road network to define a usable hierarchy. This
might involve improving or protecting verges on some roads to
cater for large vehicles and on other roads merely retain a right
of way.
3.8 Greater consideration of the relative
importance of casualty reduction and the reduction of general
perceived road danger would be welcome. Greater clarity concerning
the practice of the "Quiet Roads" concept is needed.
3.9 While community car-clubs are a relatively
new concept for urban areas their potential role in addressing
some of the issues of social exclusion in rural areas must be
recognised in the Rural White Paper. Such schemes offer the prospect
of improved accessibility for those with driving licences but
low incomes especially where public transport services are constrained.
December 1999
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