M90073 Environment Directorate
Transport Policy Section Milton Keynes Local Transport Plan Progress Report 2008
2006/07 to 2007/08
LOCAL TRANSPORT PLAN PROGRESS REPORT 2008
2006/07 to 2007/08
for Milton Keynes Council
Environment Directorate Civic Offices 1 Saxon Gate East Central Milton Keynes MK9 3HN
Tel (01908) 252543 International Tel +44 1908 252543 Fax (01908) 254212 [email protected]
Brian Sandom Corporate Director - Environment
Copyright December 2008
LTP Progress Report 2008
To obtain copies of our LTP Documents please contact:
Transport Policy Transport Department Milton Keynes Council Civic Offices 1 Saxon Gate East Central Milton Keynes MK9 3HN
Telephone: 01908 252543 E-mail: [email protected]
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LTP Progress Report 2008
FOREWORD
This progress report offers the opportunity to look back on what we have achieved over the last couple of years while at the same time looking to see what needs to be achieved over the next three years. Given the uncertainties in the general economic climate, it is more imperative that transport plays its part in keeping Milton Keynes thriving.
We have been particularly successful in increasing the number of passengers using local bus services with bus patronage up by 35% over the last four years. This is especially encouraging as improving public transport remains a Council priority up to 2011, the last year of this Local Transport Plan.
We have, therefore, stretched our targets for bus patronage and adopted them as part of our Local Area Agreement. However, we are not complacent and acknowledge that improvements have to be made in bus punctuality as well as improving the public’s satisfaction with our local bus services.
It is also encouraging that following a refresh of the Council’s priorities that road and pavement repairs has been added as a new priority to cover the period up to 2011. This justifies the additional resources put into these areas over the last two years.
Road safety also continues to be a key objective with a reduced number of people killed and/or seriously injured over the last two years. This is another area in which we have stretched our target to be more challenging compared with national targets.
We have, therefore, laid good foundations that we will build on. While we are planning transport with growth in mind, the improvements we have made will improve the quality of life for everyone.
Councillor Douglas McCall Cabinet Portfolio for Sustainable Development
LTP Progress Report 2008
LTP Progress Report 2008
CONTENTS
1. INTRODUCTION...... 11 PREPARING FOR GROWTH...... 11 CONTEXT OF LOCAL TRANSPORT PLAN 2006-07 TO 2010-11...... 11 LOCAL TRANSPORT PLAN 2 OBJECTIVES ...... 12 THE STRUCTURE OF THE PROGRESS REPORT...... 13 2. IMPROVING ACCESSIBILITY...... 17 MILTON KEYNES LOCAL AREA AGREEMENT ...... 18 During the first two years of LTP2, we have seen: ...... 19 3. REDUCING CONGESTION...... 27 DURING THE FIRST TWO YEARS OF THIS LTP, WE HAVE...... 28 Encouraged the adoption of Travel Plans...... 28 developed Travel Planning ...... 28 increased Car Sharing ...... 29 expanded the Personal Travel Plan Website...... 29 developed a Supplementary Planning Document on travel planning...... 29 delivered Public Transport Improvements ...... 29 improved Public Transport Information...... 30 Encouraged Walking and Cycling...... 30 Improved Park & Ride...... 30 improved Infrastructure ...... 30 THE IMPACT OF INTERVENTIONS AND OUTCOMES ACHIEVED ...... 31 CONSTRAINTS AND OPPORTUNITIES - BARRIERS TO DELIVERY...... 32 NETWORK MANAGEMENT DUTIES ...... 33 Monitoring of the TMA:...... 34 Working with our neighbours: ...... 34 Our Action Plan:...... 34 Progress over the last two years:...... 35 4. IMPROVING SAFETY ...... 47 DELIVERY DURING THE FIRST TWO YEARS OF THIS LTP:...... 48 the Safer Journeys to School (SJTS) Programme...... 48 The Traffic Management Outside Schools (TMOS) programme ...... 49 the Time-walk pilot ...... 50 Safer Drivers – Training and Testing ...... 50 Safer Drivers – Drink, Drugs and Drowsiness ...... 50 Safer Infrastructure ...... 51 Safer Speeds ...... 51 Vehicle Activated Signs ...... 52 Safer Vehicles...... 52 Safer Motoring...... 52 Safer for Pedestrians, cyclists and horse riders ...... 52 Better Enforcement ...... 52 Promoting Safe Road Use ...... 52 Other Publicity...... 53 Road Safety Education ...... 53 School Travel Plans (STP)...... 53 PROGRESS OVER THE LAST TWO YEARS ...... 54 CASUALTY REDUCTION OVER THE LAST TWO YEARS ...... 55 BARRIERS TO DELIVERY AND LESSON LEARNT...... 65 5. IMPROVING AIR QUALITY ...... 67 NITROGEN DIOXIDE MONITORING ...... 68 PARTICULATE MATTER (PM10) MONITORING...... 68 HIGH STREET SOUTH/ BRIDGE STREET, OLNEY ...... 68 Monitoring and Reporting Progress ...... 69 SUSTAINABLE DEVELOPMENT ...... 69
LTP Progress Report 2008
PARTNERSHIP WORKING...... 70 LOOKING FORWARD...... 70 Bus Fleet...... 70 Lorry Management Strategy ...... 70 Carbon Management Programme ...... 71 Future Challenges...... 72 ANNUAL MEAN...... 77 6. IMPROVING MAINTENANCE INCLUDING ASSET MANAGEMENT ...... 81 FORUM CONSULTATION...... 85 7. IMPROVING QUALITY OF LIFE...... 87 DURING THE FIRST TWO YEARS OF THIS LTP, WE HAVE...... 88 8. ENCOURAGING SUSTAINABLE GROWTH ...... 91 DURING THE FIRST TWO YEARS OF THIS LTP, WE HAVE ...... 91 9. ENCOURAGING MODAL SHIFT...... 93 During the first two years of this LTP we have: ...... 94 The impact of our initiatives and the outcomes achieved:...... 94 Barriers to delivery and constraints: ...... 95 LOOKING FORWARD...... 96 10. USE OF RESOURCES ...... 97 PERFORMANCE MANAGEMENT ...... 98 VALUE FOR MONEY...... 99 Integrated Transport and Maintenance Blocks...... 99 Major Schemes ...... 99 11. DELIVERING MAJOR SCHEMES...... 105 THE FIRST TWO YEARS OF LTP2 - 2006/07 TO 2007/08...... 105 M1 Junction 14 Area Improvements ...... 105 M1 Junction 13 Local Road Works ...... 105 Portway / North Grafton highway improvements ...... 105 Abbey Hill Junction Improvements ...... 105 A421 Fen Farm Highway Infrastructure...... 106 H7 Bridge to Eastern Expansion Area (EEA) ...... 106 CMK Public Transport Access Improvements ...... 106 Milton Keynes Central Rail Station and Bletchley Project ...... 106 East-West Rail Link...... 107 THE REMAINING YEARS OF LTP2 – 2008/09 TO 2010/11 ...... 107 GROWTH AREA FUND (GAF)...... 107 East-West Bus ...... 108 Station Square ...... 108 Wolverton Station...... 108 COMMUNITY INFRASTRUCTURE FUND ROUND 2 (CIF2) ...... 108 Expressions of Interest Stage...... 108 Business Case Stage...... 109 MK Busway ...... 109 A422 Corridor...... 109 REGIONAL INFRASTRUCTURE FUND (RIF)...... 109 12. RISK MANAGEMENT...... 111 IMPORTANT FUTURE ISSUES FACING MILTON KEYNES ...... 111 ADVANTAGES AND OPPORTUNITIES ...... 112 RISK MANAGEMENT – BACKGROUND NOTE ...... 114 13. PROGRESS TOWARDS TARGETS ...... 115 TARGETS NOT ON TRACK...... 117 Slight Casualties (BVPI 99z)...... 117 Bus Punctuality (LTP5) ...... 119 Satisfaction with Local Bus Services (BVPI 104a)...... 119
LTP Progress Report 2008
14. CONSULTATION ...... 121 THE MK CITIZENS’ ADVISORY GROUP ON TRANSPORT (CAGOT)...... 121 Key Findings of the CAGoT ...... 122 The Grid Road System ...... 122 Public Transport...... 122 Intersections...... 122 Redways ...... 122 Road Safety ...... 123 Parking...... 123 MK TRANSPORT STRATEGY REVIEW CONSULTATION ...... 123 THE BUS STRATEGY CONSULTATION...... 125 CENTRAL MILTON KEYNES PARKING STRATEGY CONSULTATION ...... 126 15. OVERALL SUMMARY OF PROGRESS AND FUTURE CHALLENGES...... 129 LOOKING BACK ...... 129 OUR DELIVERY OF SCHEMES DURING THE FIRST STAGE OF LTP (2006/07- 2007/08) ...... 129 OUTCOMES FROM OUR TRANSPORT PROGRAMME ...... 130 LOOKING FORWARD ...... 130 PARTICULAR CHALLENGES ...... 131 TAKING LTP2 FORWARD OVER THE NEXT 2 YEARS AND BEYOND ...... 131
Appendices
Appendix 1 - Best Practice Award Appendix 2 - Best Practice Initiative Appendix 3 - Considerate Constructors Scheme Award Appendix 4 - Community Transport Project - (Best Practice Case Study) Appendix 5 - Milton Keynes Central - Station Travel Plan
LTP Progress Report 2008
10 LTP Progress Report 2008 1. INTRODUCTION
1.1 We are pleased to present our first Progress Report since the publication of our ‘Local Transport Plan 2006-07 to 2010-11’ (LTP2) in March 2006. The report provides the opportunity for a broader-based review that: • Highlights the achievements in implementing LTP2 during its first two years, 2006-07 and 2007-08; • Assesses progress towards the objectives and targets of LTP2; and, • Reviews the risks and opportunities in implementing effective delivery over the remaining three years of LTP2.
1.2 The report also offers an opportunity for engagement with key delivery partners such as the Milton Keynes Partnership Committee (MKPC) and with stakeholders such as the Milton Keynes Transport Partnership, a sub-group of the Milton Keynes Local Strategic Partnership.
PREPARING FOR GROWTH
1.3 Over the thirty year period up to 2031, Milton Keynes will experience significant growth with an additional 71,000 homes and 71,000 jobs as identified in the Milton Keynes South Midlands Sub-regional Strategy (March 2005). This will impact on the travel demands that LTP2 is designed to deal with, as well as other longer-term interventions funded from other sources. LTP2 is addressing four key issues: • Making transport more accessible; • Making significant improvements to public transport in order to encourage modal shift; • Tackling emerging congestion hotspots; and, • Maintaining our existing transport assets so the quality of the infrastructure does not deteriorate.
CONTEXT OF LOCAL TRANSPORT PLAN 2006-07 TO 2010-11
1.4 Transport is not an end in itself, rather a means of accessing day-to-day activities. LTP2, therefore, is about ensuring that we benefit from increased mobility and access, whilst improving people’s quality of life and minimising the impact on the environment. The plan makes sure that the decisions taken are fully integrated with national, regional, sub-regional and local priorities.
1.5 In developing LTP2, we are guided by our Sustainable Integrated Transport Strategy’s (SITS) vision, strategy and objectives:
The SITS Vision is: “We aim to open up Milton Keynes by making it a place where everyone can afford to move around conveniently, where economic, social and cultural life can flourish, whilst damage to our environment is minimised.”
11 LTP Progress Report 2008 The SITS Strategy is:
“To bring about a significant shift from the car to other ways of travelling, such as walking, cycling and public transport”
The SITS Objectives are that:
• All people should be able to move around conveniently and safely, regardless of their circumstances, with those able to pay doing so. • That, in developing our planning policies with our partners, we will actively seek to reduce the number, length and need to make journeys. • To encourage walking, cycling, and quality public transport whilst reducing journeys by car and promoting a healthier lifestyle. • To ensure that Milton Keynes’ economic prosperity is enhanced by our new transport policies by helping people to travel when and where they want, but in more environmentally friendly ways.
LOCAL TRANSPORT PLAN 2 OBJECTIVES
1.6 Delivering the Local Government Association’s (LGA) and the Government’s four national shared transport priorities is at the heart of our LTP2. They are the first four objectives in LTP2. They are defined in relation to the SITS objectives as following: 1. Improving accessibility to schools, shops, jobs and healthcare. • To encourage walking, cycling, and quality public transport, whilst reducing journeys by car and promoting a healthier lifestyle.
2. Improving safety • All people should be able to move around conveniently and safely, regardless of their circumstances, with those able to pay doing so.
3. Reducing congestion • That, in developing our planning policies with our partners, we will actively seek to reduce the number, length and need to make journeys.
4. Improving air quality • To ensure that Milton Keynes economic prosperity is enhanced by our new transport policies by helping people to travel when and where they want, but in more environmentally friendly ways.
12 LTP Progress Report 2008 1.7 However, these national shared priorities do not fully reflect all the issues facing Milton Keynes, particularly the pressures the city is facing in terms of accommodating the proposed levels of growth in a sustainable way. Thus we adopted four additional local objectives: 5. Improving Maintenance • To maintain highways and public rights of way to a standard appropriate to their use.
6. Improving the Quality of Life • To develop the transport network so that it contributes to an improved quality of life.
7. Encouraging sustainable growth • To encourage developments to be as sustainable in transport terms as is possible.
8. Encouraging modal shift • To bring about a significant shift from the car to other ways of travelling, such as walking, cycling and public transport.
THE STRUCTURE OF THE PROGRESS REPORT
1.8 The structure of this report is based on the Department for Transport’s (DfT) ‘Guidance on Second Local Transport Plan Progress Reports 2008’. It has fifteen sections (including this one), supported by appendices, as follows: • Section 2 - Improving Accessibility; • Section 3 - Reducing Congestion including the Network Management Duty; • Section 4 - Improving Safety; • Section 5 - Improving Air Quality; • Section 6 - Improving Maintenance including Asset Management; • Section 7 - Improving the Quality of Life; • Section 8 - Encouraging Sustainable Growth; • Section 9 - Encouraging Modal Shift; • Section 10 - Use of Resources; • Section 11 - Delivering Major Schemes; • Section 12 - Risk Management and Assessment for 2008-09 to 2010-11; • Section 13 - Progress Towards Targets; • Section 14 - Consultation; • Section 15 - Overall Summary of Progress and Future Challenges; and, • Appendices 1 - 5.
13 LTP Progress Report 2008 1.9 A brief description of the contents of the sections follows:
• Sections 2 to 9 outline what actions have been taken by the council, our delivery partners, and why. They discuss what impacts the actions have had, with a clear link between the outcomes and interventions, as well as reporting any barriers to delivery, including any mitigating circumstances where there have been problems; • Section 10 - Use of Resources – demonstrates the effectiveness of the council’s national and local funding of transport; • Section 11 - Delivering Major Schemes - summarises major schemes delivered and/or progressed during 2006/07 -2007/08 and beyond; • Section 12 - Risk Management and Assessment for 2008-09 to 2010-11 – considers any opportunities and threats to the effective delivery of LTP2 in the remaining three years; • Section 13 - Progress Towards Targets – shows progress in delivering the implementation plan that will enable us to meet our LTP2 targets; • Section 14 - Consultation – provides information on key wide ranging consultation exercises that will influence the remaining period of LTP2; • Section 15 - Overall Summary of Progress and Future Challenges – is a statement of progress so far as well as identifying some of the future challenges that could take place over the remaining life of LTP2; and, • Appendices 1 to 5 – some examples of good practice.
14 LTP Progress Report 2008
1.10 To achieve our vision it is essential the LTP2 delivers on key outcomes. Table 1.1 outlines key outcomes relating to the LTP2 objectives. Key outcomes can contribute to more than one objective.
TABLE 1.1 - Key LTP2 Outcomes
LTP2 OBJECTIVES Key LTP2 Outcomes
• Improved access to schools, jobs, shops and healthcare Improving • Increased use of sustainable modes of travel Accessibility • Well maintained assets
• Reduced rate of increase of congestion Reducing • Well maintained assets Congestion • Supported and enabled economic development • Increased use of sustainable modes of travel
• Reduced number of people killed or seriously injured (KSI’s) on Improving our roads Safety • Well maintained assets • Increased use of sustainable modes of travel
• Safeguarded environment Improving • Reduced rate of increase of congestion Air Quality • Increased use of sustainable modes of travel
• Reduced rate of increase of congestion Improving • Well maintained assets Maintenance • Supported and enabled economic development • Increased use of sustainable modes of travel
• Sustainable and prosperous communities Improving • Improved community safety, personal security and reduced the Quality of Life crime. • Reductions in transport’s impact on climate change and greenhouse gases
• Safeguarded environment Encouraging • Sustainable development Sustainable Growth • Increased use of sustainable modes of travel
• Safeguarded environment Encouraging Modal Shift • Increased use of sustainable modes of travel
15 LTP Progress Report 2008
16 LTP Progress Report 2008 2. IMPROVING ACCESSIBILITY
2.1 Accessibility is about choice, and our capacity to make our lives better. It is intrinsically linked to our ability to travel: • In a reasonable time; • At an acceptable cost; • At a convenient time; • Using a reliable mode of transport; • In relative comfort; and, • In safety. 2.2 Better accessibility means that people have greater opportunities for: • Employment; • Maintaining a healthier lifestyle and receiving a better diet; • Receiving a good education and training; • Getting good healthcare; and, • Taking part in social and leisure activities. 2.3 In general, improvements in accessibility can be achieved by providing more or better public transport services, a better walking and cycling environment and/or by locating services in more convenient places (i.e. reducing the need to travel). In practice, accessibility planning is not this simple, as many other factors have to be taken into consideration, such as the quality of service provided and whether people have been given sufficient information about their transport choices. To improve accessibility, attitudinal issues must be overcome and the improvements that are delivered must be sustainable.
2.4 Our Accessibility Strategy was heavily influenced by a separate corporate study: ‘Creating solutions in places of multiple disadvantage’: an area based approach to regeneration and social inclusion. The study was completed through contributions from a wide range of stakeholders, including the Primary Care Trust, Learning and Development Directorate, Youth Services, Urban Design and Community Safety.
2.5 In the preparation of the accessibility strategy, we also worked closely with the Social Inclusion and Health Inequalities Programme Team in order to ensure that our priorities are correct in identifying those most at need in terms of social exclusion. The Strategy has been endorsed by a range of stakeholders and complements both the LTP2 strategy and individual service delivery plans.
2.6 The main objective of our accessibility strategy is:
“To enhance the quality of life for people by improving access to jobs, education, shops and healthcare services.”
2.7 It is essential that people have good access to the facilities that they need or want to use, which include workplaces, schools, colleges and other training centres, hospitals and primary health care services, food shops and leisure activities.
17 LTP Progress Report 2008 Accessibility is inherently linked to the quality of transport services and transport infrastructure, but of equal importance is how conveniently the services are located.
2.8 To ensure deliverability and consistency with the Milton Keynes Community Strategy, our Accessibility Strategy aims to encourage the following themes: • Economic prosperity (improving access to employment and training opportunities); • Cohesive, safe and strong communities (social inclusion); • Better futures for children and young people (improving access to education); and, • Healthier communities and older people (access to health facilities and food shops).
2.9 These themes will be tackled through: • Building relationships with partners to help deliver access improvements; • Continuous service mapping to identify the levels of, and accessibility to services; particularly when service delivery changes; • Ensuring we are directing resources to our priority neighbourhoods; • Tackling other barriers to access such as cost of travel, provision of information, safety and security; and, • Considering – and consulting locally on - appropriate solutions to identified accessibility issues.
2.10 LTP2 has a central role to play in helping to improve access to key destinations and services including employment, education, health care, retail and leisure. The ability to access key destinations and services can significantly impact on an individual’s quality of life. Whilst the issue of accessibility is important within urban Milton Keynes, delivering better accessibility was identified as one of the highest priorities for rural residents.
MILTON KEYNES LOCAL AREA AGREEMENT
2.11 The council approved the Milton Keynes Local Area Agreement (LAA) in June 2008. It is a three-year agreement between the council and the Government covering the last three years of LTP2, 2008-09 to 2010-11. The LAA describes how local priorities will be met by delivering local solutions. They will, therefore, provide the Government and other partners a snapshot view of performance in a local area.
2.12 The LAA targets have been developed in negotiation with the Government Office for the South East (GOSE) using improvement plans developed with local partners through the Local Strategic Partnership (LSP). We have adopted 34 LAA indicators including accessibility (the other LAA target for transport is local bus patronage). The LTP2 accessibility target is, therefore, one of the LAA targets.
2.13 In 2005-06, 65% of households in Milton Keynes, without access to a car or van, were within 30 minutes travel time of a hospital by public transport. We have set a target of 75% of households without access to a car or van, being within 30 minutes
18 LTP Progress Report 2008 travel time of a hospital by public transport by 2008-09. The accessibility target at the end of LTP2, 2010-11, is 85%.
DURING THE FIRST TWO YEARS OF LTP2, WE HAVE SEEN: • Record levels of bus patronage, increasing from 6.9 million journeys in 2003-04 to over 9.3 million journeys in 2007-08. An increase of over 33% in four years.
• Improvements in the provision of public transport including increased support for rural bus services, an extended community transport scheme, and implementation of the England wide concessionary bus travel scheme for over 60’s and disabled residents.
• The delivery of new low floor buses, which now make up 60% of the bus fleet, and raised kerbs at over 100 bus stops, making boarding and alighting easier.
• New bus shelters with improved lighting and seating, enhancing the waiting environment.
• The provision of better travel information, for example, view the ‘Transport Partnership’ website, a facility run with partner organisations that provides personalised information on transport routes and time-tabling.
• Disappointedly, satisfaction with bus service remaining static at 42% over the last two years. 6% below our target for 2007/08.
• Following a review and in consultation with users, a new community transport service, PlusBus, introduced in June 2006. The service has since seen record levels of journeys (the highest being 1,768 journeys per week) with new members joining the scheme. There has been an increase in usage of 42% in the last two years. The scheme improves accessibility for the disabled and elderly members of our community. It was short listed in the National Transport Awards in July 2008 in the ‘Accessibility’ category.
• A range of marketing and promotion activities carried out over the last two years to encourage more people to walk and cycle. We have installed 56 new cycle lockers at Milton Keynes Central rail station that are unique to MK. We have provided support and advice to schools in installing cycle storage.
• Through the planning process, embedded accessibility in the provision of services and facilities in the new development and expansion areas as part of transport infrastructure requirements. Development has been located or will be located closer to existing or planned public transport so that the need to travel by car can be reduced.
• Ensured adequate land-use provisions, with higher density dwellings planned in closer proximity to employment, shops, schools, healthcare and leisure facilities. The expansion areas are designed to give priority to access by foot, cycle and public transport, rather than by car.
19 LTP Progress Report 2008 • Continued financial support (over £3.5 million in 2007-08) for many bus services and for concessionary fares.
• A major Redway repair and maintenance programme successfully completed linking important pedestrian routes as well as improving the strategic cycle network.
• More opportunities for people to walk and cycle by improving pedestrian and cycle links to the Redways.
• The construction of a 1,000 space multi-storey car park at the Milton Keynes General Hospital with £7.2 million of funding from the then Office of the Deputy Prime Minister (ODPM), to free up space to allow further development on the site in the future to reduce the need to travel to other hospitals.
• Improvements to bus stops at Milton Keynes General Hospital for bus services stopping directly outside the main hospital entrance.
20 LTP Progress Report 2008 Table 2.1 - Summary of impact on our delivery of schemes IMPROVING ACCESSIBILITY:
Delivery Activity What we said we would deliver What we have delivered so far What impact it has had
Access by Public AP1 Traffic calming and bus improvement works Level access bus stops in Campbell Park have and Community Delivery of CMK infrastructure including new bus shelters and level access kerbs improved accessibility, particularly for wheelchair Transport improvements, including: have been provided at the eastern end of Silbury users, and have helped passengers accessing the • Bus priority measures and Avebury Boulevards (Campbell Park). temporary Coachway. • Stop improvements • Real Time Passenger Information Bus only right-hand turn into Elder Gate from The bus priority dedicated turn into Elder Gate (RTPI) Portway (A509) was completed in early 2007. has resulted in bus journey time savings, • Bus interchange providing a more direct link to Milton Keynes Preliminary work has started on implementing Central Rail Station by removing the need to cross RTPI and we expect the system to be two sets of traffic signals. implemented in 2009.
AP2 East - West quality bus corridor – the bus service Too early to comment. Deliver Growth Area public transport linking the eastern and western expansion areas initiatives, including: is due to start in spring 2009. • New routes • Bus priority CMK Public Transport Improvements funded by • Travel information ODPM completed. Improved accessibility. • Bus fleet mobility improvements • Stop improvements
AP3 We still offer a 35p flat fare per single journey for The perceived high cost of bus fares resulted in Increase the number of young people bus journeys wholly within the council area for all some young people playing truant or not staying joining the Concessionary Fares young people up to the age of 19 in full-time on at school. Should reduce these rates. Scheme education. Junior Cityriders are available for weekly or monthly and give unlimited travel at a Provides greater independence for young people. cost of £5.00 and £17.50 respectively. The prices have not been changed since August 2003 when the flat fare was reduced from 50p. The concessionary fare is particularly beneficial for young people as the main bus operator in Milton Keynes charges full fare before 09.00.
21 LTP Progress Report 2008 Table 2.1 - Summary of impact on our delivery of schemes IMPROVING ACCESSIBILITY:
Delivery Activity What we said we would deliver What we have delivered so far What impact it has had
AP4 Free off peak travel for those aged 60 and over Users of the previous flat fare system made Concessionary travel – introduce free plus for some disabled people for use within the approximately 30% more trips when travel off-peak travel for over 60’s council area was introduced in April 2006. became free, but very few additional eligible people took up the pass when it became free. We also continue to provide the reduced 35p fare prior to 9:30 am to all eligible pass holders.
AP5 Following a review and consultation with users, a The membership was just over 1,000 at the start Develop the existing plans for improving new service was implemented for Community of the project and had increased to 2,400 by the community transport services, including: Transport: end of March 2008. • Revising and improving the Fastchair • Milton Keynes Accessible Transport, a whole service encompassing service, was set up. With the launch of the new service and huge • Improving community taxi services • Provision of a highly efficient service. interest in the redesigned service, booking levels • Introducing an assisted travel booking • Introduction of the new post of ‘Assisted rose immediately, so a limitation of one service Travel Manager’. guaranteed journey per week was introduced in • Introduction of a new Taxicard service - order to give as many people as possible the • Launch of new customer software by Trapeze opportunity to travel. • Launch of new smartcard technology for ‘Taxicard’. Within 2 months of the launch of the new service, • The service should run at the same level of the service offered two guaranteed journeys per funding– hence no increase in funding. week and unlimited casual journeys.
• Formation of a User Group. The service quickly progressed to allowing an • Dedicated bookings and cancellation line – unlimited number of regular journeys without any
restrictions as well as allowing casual journeys. A sophisticated booking system able to more The service has since carried record levels of efficiently schedule the service to meet travel journeys (record of 1,768 journeys in one week) needs of users and hence provide more journeys with new members joining the scheme. for the same resource. The new arrangements
commenced in June 2006. The service re-invited As funding is finite, it is not possible to meet all members of the previous scheme to re-register – demand for the service. The consultant that the previous £5 fee was abolished and the designed the service suggested funding should be previous rule that required people to choose doubled if we are to properly meet the needs of between having membership of Community those who find it difficult or impossible to use Transport or a free bus pass was also abolished. mainstream public transport.
22 LTP Progress Report 2008 Table 2.1 - Summary of impact on our delivery of schemes IMPROVING ACCESSIBILITY:
Delivery Activity What we said we would deliver What we have delivered so far What impact it has had
AP6 A new volunteer car scheme for rural areas is to Too early to comment. Introduction of planned rural transport be introduced in 2008/09. services, including: • Rural bus services We are developing of a Rural Accessibility In progress. • Taxi bus service Strategy. • Youth bus
Access by Walking AP7 A range of marketing and promotion activities • Increased safety for pedestrians and and Cycling Delivery of CMK Cycling Strategy have been carried out over the last two years to Cyclists. proposals, including: encourage more people to walk and cycle: • Raised profile of cycling in MK. • Increased awareness • Greater publicity and information on We have installed new cycle lockers at MK Initiatives contribute to sustainable transport cycling routes Central rail station that are unique to MK. We objectives and modal shift. • Increased safety on Redways have also designed and installed a new type of • Introduction of new cycling routes cycle stand that’s unique to Milton Keynes. We Through effective marketing and promotion, it has • Increased cycle priority at crossing have provided support and advice to a number enabled people to use the Redways in a safe and and junctions of schools in installing their cycle storage. convenient manner. • Introduction of ‘Super Redways’ Increased promotion of walking and cycling across a variety of sectors including leisure, sport, health, recreation, transport, and education.
By installing more advanced cycle parking facilities at the rail station and trialling new cycle stands at the library, we have encouraged more cyclists to the rail station and the CMK shopping area. This initiative has encouraged rail users to cycle to the station, and monitoring indicates that the number of cycles parked at the station has increased.
Safety has been increased at the station with the installation of new lighting and the planned re- We have promoted the Gear-Change unit in CMK development of the Station Square will improve such that it is fully subscribed with a waiting list - safety further.
23 LTP Progress Report 2008 Table 2.1 - Summary of impact on our delivery of schemes IMPROVING ACCESSIBILITY:
Delivery Activity What we said we would deliver What we have delivered so far What impact it has had
plans are being developed so that further cycle units can be located within CMK The planning conditions applied in the new development areas will encourage walking and Partnerships have been and continue to be cycling as a part of a healthier lifestyle and formed with businesses to aid them in providing increase the use of sustainable transport cycle provision
Within the council; showers, lockers and changing facilities have been installed in Saxon Court
Cycling is playing a key role in planning of new expansion areas, redevelopment and all associated new builds as well as upgrading of existing builds. A Redway is currently being constructed through CMK
Introduction of ‘Super Redways’ is subject to availability of funding
Access to Health AP8 The Hospital has invested in bus facilities. • Increased bus patronage to MK General Delivery of public transport, and walk Hospital and cycling improvements at MK • Reduction in journey time to the hospital General Hospital, including: by bus and increased reliability • Improved bus stop waiting area • Reduction in severance for pedestrian • New pedestrian crossing access from Netherfield and Peartree • Improvements to subways Bridge • Removal of speed humps • Increased safety of walking and cycling • New routes to serve the hospital to the hospital • Reduction in number of work journeys made by car • Reduction in number of hospital appointments missed
24 LTP Progress Report 2008 Table 2.1 - Summary of impact on our delivery of schemes IMPROVING ACCESSIBILITY:
Delivery Activity What we said we would deliver What we have delivered so far What impact it has had
Access to Work AP15 Through the planning process we have embedded • Reduce the need to travel to work Embed accessibility planning in the accessibility in the provision of services and • Reduce work journey trip length development planning process; develop facilities in new development and growth • Increase the number of journeys made standardised methodology for expansion areas as part of transport infrastructure by sustainable modes of travel accessibility analysis. Initially apply to requirements. Developments have been located growth areas near to existing or planned public transport provision so that travel by car can be minimised.
AP16 The GAF scheme was started in 2008; the rest • More employees encouraged to walk, Deliver improvements for public will be spent in 2008/09. cycle or use public transport to travel to transport, walking and cycling around work the MK General Hospital site
Access to Food AP17 Higher density dwellings are planned with close • Increase number of people that receive Shops In planning new development, and for proximity to employment, shops, schools, and a better diet through the provision of regeneration, ensure adequate land- healthcare and leisure facilities for the expansion more convenient and affordable fresh use provisions made for locating food areas and are designed to give priority to access food shops shops on foot, cycle and by public transport, rather than by car. We would see a shift in the mode share in favour of walking, cycling and public transport in the longer term.
Bus – Rail We plan to continue partnership Interchange working with the rail industry to improve A substantial increase in cycle parking provision is Increased cycling trips to the station. interchange through: also proposed, which should substantially • Improving walking and cycling increase the number of cycling trips to the station. routes and signing to the city centre and its attractions • Improving cycle parking. Providing good quality (RTPI) at the point of decision as to onward mode choice, while trying to limit the loss of short term parking spaces.
25 LTP Progress Report 2008 Table 2.1 - Summary of impact on our delivery of schemes IMPROVING ACCESSIBILITY:
Delivery Activity What we said we would deliver What we have delivered so far What impact it has had
Improve partnership working with bus Bus Services operators A voluntary quality bus partnership was signed Increased patronage. with the main provider of bus service in Milton Keynes, MK Metro (Arriva), in January 2007 with a view to working together to improve the attractiveness of bus services.
Supported Bus Spend of over £2 million per annum on subsidised Increased patronage. services bus services. In addition there is funding from Section 106 agreements. We believe we have just about the optimum level of supported bus services, bearing in mind social need and value for money, though all services are kept under review and no doubt some further improvements could be made. Approximately 83% of bus service mileage operated is commercial, carrying approximately 90% of all bus passengers.
Low floor buses Around 60% of the bus fleet in the council area is Increased patronage. and level access operated with low floor buses. bus stops
Bus shelters Implemented along with stop upgrades and Increased patronage. continue to roll across both QBI and non-QBI routes
Bus Information The process has started and discussions are Increased patronage. Strategy and ongoing with the bus operators as to which Promotion approach to take. We are looking to implement joint marketing and promotion of the services. We are also looking to carry out council-wide survey on what people need and want from the service.
26 LTP Progress Report 2008 3. REDUCING CONGESTION
3.1 It is commonly recognised that Milton Keynes has been developed with an excellent road network. There is little doubt that it has been successful in this regard, as we have relatively high car ownership levels and a high modal share for private vehicles.
3.2 Whilst congestion is not currently a problem over most of the network, the planned expansion of Milton Keynes will take up all the spare highway capacity and, if no action is taken, severe congestion is forecast.
3.3 We are working closely with our key partner, Milton Keynes Partnership (MKP), to deliver a long-term programme of interventions that will facilitate growth whilst minimising congestion. It is based on two key principles:
1) That a significant increase in public transport usage is secured through investment in a high quality bus and rail network; and, 2) That action is taken to address the identified key congestion points.
3.4 The high level drivers for change are; • Accommodating the extra person trips whilst managing congestion; • Increasing accessibility; and, • Improving air quality. 3.5 At a lower level, the drivers for change are to bring about: • A step change in the quality and quantity of the bus service; • A behavioural change in getting to work and school, encouraging walking, cycling and use of public transport; • Better travel information for all travellers; and, • The optimisation of the use of the network by technology.
3.6 The key policy interventions for reducing congestion are to: • Improve bus services; • Improve Park and Ride; • Increase parking demand management; • Encourage walking and cycling; • Encourage adoption of Travel Plans (personalised journey planning, workplace travel plans, school travel plans, car clubs and car sharing); and, • Provide public transport information through marketing and travel awareness campaigns.
3.7 LTP2 has a central role to play in helping to reduce the rate of growth in congestion through a comprehensive set of measures and initiatives over a period of time. Achieving a more sustainable pattern of housing and employment in the future is dependent upon accepting that the capacity of the transport system within Milton Keynes needs to be balanced between economic, environmental and social objectives. 27 LTP Progress Report 2008 3.8 This will necessitate a better integration of the transport system and more active management of its capacity and use. One of the other fundamental elements of the strategy is the requirement to rebalance the transport system in favour of non-car modes.
3.9 The strategy places a strong emphasis on the measures that should, over time, achieve a significant change in the overall demand patterns including a higher proportion of journeys being undertaken on foot, by cycle or public transport.
3.10 We are managing the increasing demand for travel by facilitating proportionally more walking, cycling and bus trips whilst improving network efficiency and the effective allocation of road space.
DURING THE FIRST TWO YEARS OF THIS LTP, WE HAVE
ENCOURAGED THE ADOPTION OF TRAVEL PLANS 3.11 We recognise that considerable success had been achieved in a number of areas, notably in travel planning and our CarShareMK scheme. However, there is greater scope for delivering modal shift by focusing on outcomes rather than purely on the number of adopted plans. By 2006, approximately 70 travel plans had been adopted. However, the management and monitoring of these plans was a challenge given the limited resources available. The focus has since shifted to what travel plans or other initiatives will deliver rather than on the number of travel plans or initiatives per se.
DEVELOPED TRAVEL PLANNING 3.12 Our focus has shifted to the management of existing Travel Plans and the development of policy that will ensure a growing number of Travel Plans being delivered via the planning process. To enable the management and monitoring of the growing number of Travel Plans, specialist software has been purchased and additional resources allocated. The software selected is “iTRACE” a project management tool for Travel Plans developed by “iBASE Systems” and Transport for London (TfL).
3.13 The system has been in place since January 2008 and now has twenty three organisations actively using the software to manage their Travel Plans. It is early days as far as data generation is concerned. However clear progress is being made and it will soon be possible to measure success, organisation by organisation, and also to compare organisations with peer organisations. This will enable best practise to be identified and shared with other organisations in the locality. It will also form the basis of the Milton Keynes Travel Plan Network an objective that has been planned for some considerable time.
3.14 Voluntary Travel Plans remain an objective and it is intended that all organisations that have a Travel Plan will be loaded onto “iTRACE” over the coming months and that new organisations embarking on voluntary Travel Plans will be given access to “iTRACE” and supporting initiatives.
3.15 There are now 176 organisations within the council area that have shown some interest in developing a Travel Plan either through the planning process or at their own instigation. The task over the remaining term of this LTP2 is to consolidate
28 LTP Progress Report 2008 progress to date and give access to all interested organisations to the “iTRACE system”. The “iTRACE system” will become an invaluable resource for monitoring progress in Travel Plan delivery but more importantly on the quality of these Travel Plans in modal shift terms.
INCREASED CAR SHARING 3.16 The Central Milton Keynes car sharing scheme continues to grow. Membership stands at over 4,500 with nearly 1,400 members currently active. The Enterprise Commuter Planning software on which the scheme is based is undergoing further upgrade and enhancement that will deliver further growth in membership in the coming years.
3.17 The system is being simplified and an online payments system is being added to minimise the processing time for applications. This will ensure members can register and receive permits in a much reduced timescale. A further enhancement has been a statistics production facility. In 2007, an estimated 2.3 million kilometres of travel was saved. The fuel saved was equally impressive at over 225,000 litres of fuel (at £1.15p per litre this equates to over £250,000). Finally, it is estimated that the scheme saved over 100,000 round trips.
EXPANDED THE PERSONAL TRAVEL PLAN WEBSITE 3.18 The Sustainable Transport pages of the MKWeb site have retained the popularity of previous years.
3.19 There have been over 250,000 visitors over the past twelve months with nearly 22,000 documents downloaded over the same period. Significant improvements have been made with an A4 printable cycle routing map being added and considerable resource materials for Travel Planning measures including bus journey planners, individual travel plan production, and free bus trials. A new pedestrian and cycle route finder will go live in 2009.
DEVELOPED A SUPPLEMENTARY PLANNING DOCUMENT ON TRAVEL PLANNING 3.20 Over the past eighteen months considerable work has been expanded on developing a Supplementary Planning Document (SPD) titled ‘Planning Obligations Relating to Transport and Sustainable Transport’. A significant part of this document relates to Travel Planning. This document was recently out for consultation and once adopted will further increase the focus of Travel Plans as a modal shift delivery mechanism.
DELIVERED PUBLIC TRANSPORT IMPROVEMENTS 3.21 A number of initiatives have been carried out over the last two years to enhance bus services in Milton Keynes. The CMK Public Transport Improvements Project is on-going and aims to be completed by 2010. This £13.7 million project will be funded by the Government’s Growth Area Fund, CMK Section 106 Planning
29 LTP Progress Report 2008 Obligations, and currently unconfirmed funding from the Department for Transport (DfT). Initial stages of the project has delivered the following:
• Junction improvements including measures to improve traffic flow, new traffic signals and revisions to existing junction layouts (e.g. the Silbury Roundabout has been replaced by a traffic signal controlled junction); • Bus stop improvements at over 100 stops on Quality Bus Routes 5 and 23 including raised kerbs for level access to low floor buses and new shelters capable of being fitted with Real Time Passenger Information (RTPI); and, • Real Time Passenger Information (RTPI) is now in an advanced stage of installation to give up-to-the minute information on bus arrivals. The system will provide information at bus stops, on the internet and through mobile phone text messaging.
IMPROVED PUBLIC TRANSPORT INFORMATION 3.22 Through regular Quality Bus Partnership meetings with Arriva and MKP, we are revising our marketing and travel awareness campaigns to enhance and improve the quality and format of information to the public. We are endeavouring to increase the satisfaction perception of the bus service and at the same time striving to affect peoples’ behavioural change to travel by public transport.
ENCOURAGED WALKING AND CYCLING 3.23 We have delivered a range of marketing and promotion initiatives during the last two years. We have improved facilities with new secured lockers in Station Square, CMK, and new cycle stands in Station Square and outside the Milton Keynes Central Library. The Redways have been improved with easier access, new lighting, and priority given to pedestrians and cyclists at various junctions.
IMPROVED PARK & RIDE 3.24 Three sites for Park & Ride have been identified in Milton Keynes (at the M1 J14 Coachway, A421 near M1 Junction 13 and Denbigh North). The redevelopment of the Coachway and Park & Ride site is due for completion in spring 2009. This site will have 360 Park & Ride spaces and will be served by regular bus services to Central Milton Keynes. The site will also have easier access for walking and cycling.
IMPROVED INFRASTRUCTURE 3.25 Our schemes are designed to assist pedestrians, cyclists, bus passengers and car users. Junction improvements will provide bus priority as well as increase the capacity of the road network. The following junctions have been improved over the last two years:
• Portway and North Grafton Highway Improvements - junction of the A5 and H5/A509 and approaches, the junction of the V6 and H5/A509 and approaches, and the Elder Gate junction with the H5/A509 – these improvements will safely and efficiently handled the forecast growth in traffic as Central Milton Keynes continues to grow i.e. new Sainsbury’s, the hub:mk, West End development. Construction on this £5.6 million programme started in September 2006 and the work was completed summer 2007.
30 LTP Progress Report 2008
• Abbey Hill Junction Improvements– a study of the A5 trunk corridor, undertaken by MKP, identified improvements were required to this junction to safely accommodate growth. Widening was carried out on the two slip roads off the A5 along with other points within and on the approaches to the roundabout. Work was completed at a cost of £3.25 million in May 2008. • M1 Junction 14 Area Improvements - the award of Community Infrastructure Fund (CIF) and Growth Area Fund (GAF) funding, along with contributions from the MK Tariff, has funded major improvements at the M1 J14, Northfield, Fox Milne and Pineham junctions at a cost of £20 million including a new Park & Ride site. Additional funding from EP will be used to re-develop the Coachway, integrating an improved Coachway facility with the P&R on one level with improved access arrangements. All the work is due to be completed by spring 2009, and includes:
¾ Improvements to M1 Junction 14 to relieve current traffic congestion; ¾ An additional lane for the A509 between Junction 14 and Northfield roundabout; ¾ Increased capacity of Northfield, Pineham and Fox Milne roundabouts; ¾ Improved facilities for pedestrians and cyclists; and, ¾ Improvements to the P&R site by creating approximately 360 car parking spaces.
THE IMPACT OF INTERVENTIONS AND OUTCOMES ACHIEVED
• The number of inbound peak period (07.00 to10.00) vehicles crossing the CMK cordon has reduced from the 2003 baseline of 23,500 to 22,900 in 2007. Although it may be more appropriate to say that the numbers have been stable over the four year period to 2007. • Priority signalised junctions for buses has improved the reliability and punctuality of buses (we should see an improvement in satisfaction in the provision of local bus services and in the reliability of buses over the next couple of years). • With improved traffic flows on these junctions we expect a reduction in congestion at peak periods. • The bus patronage has increase to 9.3 million journeys in 2007-08 from 6.9 million in 2003-04. • Our emphasis on delivering sustainable travel through marketing and promotion of the CarShareMK Scheme, Route Planner Website, walking and cycling initiatives and Travel Plan adoptions both by major employers and schools has started a process of behavioural change in the choice of travel.
31 LTP Progress Report 2008 Table 3.1 - BVPI 102 Local Bus patronage – (Millions of passenger journeys)
BVPI 102 Local Bus patronage
Year 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11 LAA Stretched - - - - - 9.50 10.25 11.00 Trajectory Actual 6.88 7.02 7.18 8.30 9.30 - - - Patronage LTP2 Trajectory 6.62 6.69 6.77 6.90 7.20 7.70 8.10 8.50
Chart 3.1 - BVPI 102 Local Bus patronage – (Millions of passenger journeys)
BVPI 102 - Bus Patronage Stretched Trajectory Actual Patronage LTP Trajectory 12.00
11.00
10.00
Millions
9.00
8.00
7.00
6.00 2003/04 2004/05 2005/06 2006/07 2007/08 2008/09 2009/10 2010/11
CONSTRAINTS AND OPPORTUNITIES - BARRIERS TO DELIVERY
3.26 Current travel patterns in Milton Keynes are dominated by the use of the private car. The roads within Milton Keynes are, at present, relatively free of congestion and 73% of journey to work trips (Census 2001 – all MK workers) are by private car compared to 63% nationally;
3.27 Consequently the number of public transport journey to work trips is well below the national average at 9% (Census 2001 – MK residents) compared to 15% nationally. In terms of local trips, the public transport network only appeals to those with limited access to private transport and the network is less extensive outside daytime hours and weekends. In terms of all trip purposes, public transport accounts for only 3% of total movements.
3.28 While there is a comprehensive network of walking and cycling routes, these modes account for only 9% (6% and 3% respectively - Census 2001 – all MK workers) of all trips compared to the national average of 13%.
3.29 Congestion levels are slowly increasing as traffic volumes in the peak hours continue to grow. Certain locations are becoming under-pressure particularly on the approaches to Milton Keynes from the M1 at Junction 14, on the A421 at Kingston Roundabout from the M1 at Junction 13, and at grid road junctions on the
32 LTP Progress Report 2008 approaches to CMK. On the A5, the two at-grade junctions at Fenny Stratford and Old Stratford are under-pressure.
3.30 The existing structure of Milton Keynes presents a number of constraints to the promotion of more sustainable travel including: a) Structural Issues – the current grid structure strongly influences existing movement patterns and discourages walking and cycling between grid squares, including to and from local facilities such as shops and schools. In particular: o The density of grid squares tends to reduce the number of short distance trips usually made on foot, by cycle or public transport; o The grid square structure makes access by public transport difficult ; o Reduces the speed and accessibility of current bus services; and, o The opportunity to make trips by fast, direct vehicular routes that are relatively free of congestion also serves to reduce travel by other modes; b) CMK Parking – there are over 20,000 public parking spaces within CMK including over 5,000 free spaces. Parking charges have been increased but parking costs are inexpensive compared to neighbouring towns. As such, there is little incentive for drivers to switch to more sustainable modes; c) Walking and Cycling – the Redway network provides a comprehensive network but with indirect routes. There are also concerns about safety due to the existing landscaping and segregation from other road users; and, d) Public Transport – The city centre is served by cross-city services with 20 to 30 minute headway services plus the Quality Bus Partnership operating on Service 5 for example with 10 minute headways. In addition to the difficulty in accessing grid squares, a number of bus routes are indirect, most noticeably those serving Milton Keynes General Hospital and the local centres. Outside working hours, using public transport services becomes more difficult with less frequent services. In addition, safety is a concern when travelling outside working hours. NETWORK MANAGEMENT DUTIES
3.31 Our Traffic Management Plan (TMP) sets out how we intend to deliver our network management duty. It comprises three main elements: 1) Minimising the impact of road-works, events and other relevant activities on all highway users, including pedestrians and cyclists; 2) Managing the network to make the most effective use of the road-space; and, 3) Providing a longer-term strategy to reduce congestion by encouraging the increasing use of sustainable transport options and tackling congestion hotspots.
3.32 The TMP sets out a user hierarchy. In agreeing arrangements for works on the highway, including diversions, we will work to the following hierarchy in order of importance: • Disabled and visually impaired people; • Pedestrians;
33 LTP Progress Report 2008
• Cyclists; • Buses; • Freight; • Motorcycles; • Cars; and, • On-street parking.
3.33 We believe we can improve our approach to give better ‘Value for Money’ to the travelling public. The areas we have already identified for improvement are: • Enhancing management of on-road incidents by the traffic control centre as a result of better prioritisation; • Dispatching of the right on-road resources and more rapid response times; • Adopting revised control centre procedures and protocols; • Developing Urban Traffic Management and Control (UTMC) based strategies; • Recognising a greater importance in our contribution to dealing quickly with broken down vehicles, accidents, debris and stray animals on key parts of the network; • Better managing of abnormal vehicle movements; • Enhancing customer care and communication; and, • Improving performance management.
MONITORING OF THE TMA: 3.34 The council has set the following targets for the management of roadworks: • 90 percent of relevant work to be completed within the timescale set under section 74 of the New Roads and Streetworks Act 1991(NRSWA); • All of our own registerable works to be entered on the streetworks system by April 2009; currently 90% of our own registerable works are entered on the system. • The development of a Lorry Management Strategy by December 2008; and, • A revised and updated direction signing strategy in place by April 2009.
WORKING WITH OUR NEIGHBOURS: 3.35 We are strengthening our engagement with the Highways Agency (HA) and neighbouring authorities through regular Traffic Managers Forum meetings to ensure that the network as a whole functions efficiently.
OUR ACTION PLAN: 3.36 A draft action plan based on objectives identified from the Network Management Duty and from the criteria set out in the Part 3 of the guidance as to how we would be fulfilling our duty, has been prepared to meet our requirements of the Act in accordance with the programme laid down by DfT.
34 LTP Progress Report 2008
PROGRESS OVER THE LAST TWO YEARS: 3.37 In meeting our requirement of the Network Management Duty, we have made progress in the following areas by: • Appointing a Traffic Manager (the Head of Transportation); • Producing a Traffic Management Action Plan, and, • Holding regular meetings with Highway Agency and neighbouring authorities through the Traffic Manager’s Forum
35 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity To reduce the The Reducing Congestion Objective: rate of growth of congestion As a transport authority, we have a statutory duty to manage the transport networks in Milton Keynes in order to create a more effective system and to reduce congestion.
Land Use We will influence development to minimise the We actively negotiate suitable payments to The core theme of land-use planning is critical Planning transport impacts and provide for access by provide for public transport infrastructure in the in helping us to address the emerging transport means other than the private car. new development areas within five years of the issues and to help achieve our transport Providing for future growth will comprise both an commencement of the service so that travel by objectives of reducing congestion. intensification of development within CMK and car can be minimised. the east and west expansion areas. We will aim to plan these developments to be as sustainable New developments are designed to give priority We would see a shift in the mode share in as possible. In transport terms this means to access on foot, cycle and by public transport, favour of public transport usage in the longer providing a range of local services so that rather than by car. The provision of parking term. residents do not have to travel far, especially by spaces relative to the scale of development is private car, and so they will have the opportunity being reduced in tandem with public transport for access on foot, cycle or by public transport. improvements so that potential for car-borne movements are further reduced.
Higher density dwellings are planned with close proximity to employment, schools, healthcare and leisure facilities for the expansion areas
Infrastructure Milton Keynes has an extensive programme of Portway – North Grafton Highway Improvements infrastructure improvements to cater for the Improvements (junction of the A5 and H5/A509 future expansion of the city. These cover and approaches, the junction of the V6 and schemes designed to assist pedestrians, new H5/A509 and approaches and Elder Gate Increase in bus patronage, walking and cycling. cycle routes, junction improvements to improve junction with the H5) – these improvements will The bus patronage has increased by 29% over bus travel as well as capacity enhancements to safely and efficiently handle the projected the last two years. the road network. increase in traffic to 2016 as the city continues to grow. Construction started on this £5.6m Our approach is to provide as much new and programme in September 2006 and was improved infrastructure for the more sustainable completed summer 2007. modes of travel and to provide for general traffic, including freight, safe access to schools, Abbey Hill Junction - Widening work has been
36 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity shops, jobs and healthcare, by encouraging carried out on the two slip roads off the A5 Junction Improvements – should reduce rate of sustainable growth and modal shift. along with other points within and on the growth of congestion. approaches to the roundabout. Work on this was completed in August 2008.
M1 J14 Area Improvements - The CIF and The capacity enhancement scheme will enable GAF funding, along with contributions from the quicker flow of traffic into CMK, provide priority MK Tariff has funded improvements at the M1 to buses, easy access to Park & Ride with J14, Northfield, Fox Milne and Pineham improved pedestrian and cycle links. junctions as well as a new P&R site. Additionally, ER funding will be used to re- develop the existing Coachway site.
The works include:
• Improvements to Junction 14 to relieve Work is well underway on the Coachway site, current traffic congestion. which handles over 330,000 boarding coach • An additional lane for the A509 between passengers a year. The council is working with Junction 14 and Northfield roundabout. its partners including EP and National Express • Increased capacity of Northfield, Pineham to provide a first class facility that is scheduled and Fox Milne roundabouts. to be open by late summer 2009. • Improved facilities for pedestrians and cyclists. Park & Ride improvement will encourage • Improvements to the P&R site by creating greater use of public transport and provide an approximately 360 car parking spaces. eastern gateway for Milton Keynes.
Public Quality Bus Corridors - These are being rolled The effect of the branding is one reason why Transport out, with routes 4, 5, 7 and 8. The bus operator bus patronage has increased so markedly. The Improvements is providing new buses and the council is bus operator has undertaken door to door leaflet targeting the provision of level access kerbs at drops for the core routes so marketing their bus stops and shelters in tandem with the bus route opportunities to non-users as well as operator investment wherever these can be users. provided.
Core Routes - Route numbers on the core The effect of marketing and re-branding of the network are being simplified by the bus operator routes has made it easier for the public to so that they are numbered between 1and 10 for identify correct buses to board.
37 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity easier identification by the public. The branding is a strong marketing tool, e.g. buses on route 4 are painted overall red, those on route 5 are painted orange and vehicles on route 8 are purple.
QBP -In January 2007, the council entered into Better partnership working established with bus a Voluntary Quality Bus Partnership with MK operators to carry forward the public transport Metro with the underlying theme of agreeing long term objectives. actions to be taken to increase bus ridership in the council area. As part of this, the council and the bus operator are in discussion on introducing a Bus Punctuality Improvement Plan. The council are also liaising with MK Metro on the introduction of a MK Bus User The provision of level access kerbs and shelters Group. help to improve access onto public transport and improve the waiting environment. The Bus Stops - We have introduced over 250 level numbers of people travelling by bus in the access kerbs. In many cases bus shelters have council area has been increasing significantly also been provided with improved lighting and over the plan period, for example the figures for seating. 2007 show an increase of over 17% over 2006. Around 17% of this total is from elderly or Real time Information - Work is ongoing with disabled people making use of their the planned introduction of RTPI towards the concessionary bus passes. end of 2008. The RTPI system will be ‘intelligent’ in that it will interface with traffic signals giving priority to buses by extending RTPI will give up to the minute information on green signal phases or calling up a green the arrival of buses. The system will enable the sequence earlier, giving priority to late running buses to have priority at traffic signals buses, but not to those running ahead of schedule.
Bus Lanes – Bus lanes in Central Milton We are maintaining the capacity for general Keynes have had their hours of operation traffic during off peak hours, at the same time, reduced from 24 hours a day to peak times only giving priority to buses at peak periods to for a trial period of 18 months. This has been improve reliability and punctuality. done so that road capacity can be made
38 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity available at less busy times.
East - West Bus Corridor: A quality bus The East-West bus service and the associated service has been tendered and let with a infrastructure improvements will further increase planned start date of spring 2009 using tariff the bus patronage across Milton Keynes as this funding. As part of the package, sustainable scheme is fundamental in the growth strategy travel planning is being promoted and the buses linking the Eastern and Western Expansion are to be fitted for RTPI. Areas through CMK.
CMK Bus Interchange: As yet, it has not proved possible to proceed with the bus interchange opposite the Point as the planning application to extend the shopping centre has lapsed as the owners have decided to reconsider their plans.
Behavioural As of March 2008, 87 Schools (68.5%) have We have seen a reduction of children being Change completed an approved School Travel Plan, driven to schools from 38% in 2003 to 29% in Measures exceeding the target set locally for this stage of 2007. the project – our target is 100% by 2010. Our “Walk on Wednesday” initiative has saved 70 Workplace Travel Plans have been adopted over 1,300 return car journeys a week to school with 176 organisations currently showing an and over the course of school year equating to interest in adopting the travel plans. Our focus is 49,000 car journeys. now on monitoring and management of the scheme. In 2007, we estimate 2.3 million kilometres were saved by members of CarShareMK, There are over 4,500 members of the equating to a saving of 226,000 litres of fuel and CarShareMK Scheme, with over 1,350 currently £260,000 – saving 105,000 trips by car. sharing their journeys. The impact of “Softer Measures” and “Smarter Personal Travel Journey Website – the Choice” initiatives has resulted in some popularity of Sustainable Transport pages has behavioural change and our challenge is to retained with 250,000 visitors to the site and continue to promote and market these over the over 22,000 documents (maps) downloaded. remainder of LTP2.
39 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity A Sustainable School Travel Strategy is currently being drafted with a view to it being formally adopted by the council before the end of 2008. This will fulfil the requirements of the Education and Inspections Act 2006, identifying how the council will promote sustainable travel modes to young people in full time education.
Information To supplement the behavioural change Web Based Travel Information- The largest Provision measures we will invest in real time passenger number of hits on the council’s website is for information as well as improved timetables to accessing bus timetable information.
encourage more sustainable travel. Not only
will better information be provided for public Printed Public Transport Timetables –we
transport users but we will also improve our have continued to provide printed publicity in
driver information systems so that people know collated book form, as well as on street
the best routes and can more easily find information. Publicity is distributed around
parking spaces using the Variable Message Milton Keynes including the new Discover MK
Signing (VMS) system. centre located in the ‘centre:mk’ which has been
a joint venture between the council, the
business community and Arriva.
We are currently undertaking a review of what is
delivered to the public and how better public
transport can be marketed. This process is to
include interaction with MK residents to try and
maximise use of public transport and meet our
targets.
The council is currently developing an Intelligent The development of ITS is at an early stage, Transport Systems (ITS) Strategy. This is however it has identified all relevant links and intended to ensure that all web information is opportunities co-ordinated together – roadworks co-
ordination, events management, and system of The VMS system reduces time and consequent information such as Urban Traffic Management congestion arising from hunting for parking Control, RTPI, VMS, and CCTV and SATNAV spaces in CMK
VMS – within CMK a network of Variable
40 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity Message Signs is in place to identify the areas where spaces are available for parking Clarity of parking information has reduced confusion and resulted in a fewer number of Parking signs – Where parking restrictions are Penalty Charge Notices’ (PCNs) issued to in place, colour coded signing and lining and errant drivers. The system is well supported by pay & display machines assist in guiding drivers parkers and local business alike. to correct parking zones
Demand We have large areas allocated to parking in The introduction of parking charges to the In the longer term we expect to see a shift from Management CMK. While being of great benefit to many majority of council controlled public parking car use to other modes of travel to CMK residents and visitors, it also contributes to spaces in CMK in 2002 was a significant step reducing future congestion. congestion and delays to bus services. forward in demand management. Whilst initially Excessive parking is a deterrent to the use of at a low level – a parking strategy was adopted other modes of travel. Therefore we are which allowed the increase in charges over a reducing the provision of parking spaces relative period of years. This is being implemented. to square-metre of development over time and will consider increasing parking charges over time. A regular programme of traffic management Measures contribute to casualty reduction schemes aimed at enhancing road safety, targets, locally ease congestion and enhance Traffic Traffic Management schemes in both urban and reducing congestion and improving environment the environment, often also adding commercial Management rural areas is being rolled out, including responsive traffic benefits. management requests.
Development of Lorry Management to guide The strategy has been developed and routing and parking issues undergone consultation. Lorry parking issues currently causing concern regarding congestion, safety and environment (anti social behaviour issues).
A number of trials have been undertaken in There have been varied success, restrictions areas where lorries are causing concern. This have been shown to be effective, however has ranged from implementing restrictions to the advisory parking bays have encouraged greater provision of advisory parking areas. numbers of lorries to use them, resulting in additional concerns at certain times.
41 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity Cycling and Promotion and marketing of cycling: We have delivered a variety of initiatives to Our marketing and promotion initiatives have Walking market and promote cycling: encouraged more people to safely cycle and To cater for the differing needs and standards of • Cycle:MK exhibition in June 2007 as part of a walk along the Redways, reducing journeys by cyclists, cycling will be actively promoted and council-wide Bike Week car and promoting a healthier lifestyle encouraged on both the Redways and the • A variety of school cycle competitions took highway. place as part of Bike Week2008 • MK Bike Week was staged in September We have contributed to the development of the 2008 in conjunction with the arrival of the sustainable transport network and improved Tour of Britain quality of life, with increased numbers of pedestrians and cyclists entering CMK
We have promoted walking and cycling in a variety of sectors including leisure, sport, health, recreation, transport, social and education and work closely with partners to promote safe cycling and walking e.g. Thames Valley Police
We’ve created partnerships with groups such as Age Concern, Destination MK, Parks Trust, local businesses, major businesses developers, • Bike 2 Work days at a number of businesses local walking groups, local cycle clubs, schools, within CMK and at the council GP surgeries, leisure centres, parish councils, • Articles within the Primary Times, Town other cycling officers around the UK, scout Crier, MK News, Horizon Radio, Inform groups, cubs groups, brownie groups Magazine and MK Web • A number of assemblies at schools within the council area • A cycle router is due to be launched • Production of an updated Redway map • A walking map has been created • Production of 3 Heritage Cycle Trails • Cycle information boards at key leisure • A comprehensive contact list has been locations to be installed early in 2009 created to ensure key information can be • Organised cycle rides aimed at varying distributed. This list contains contacts such abilities and ages as employees of the council, users of cycle • Organised charity rides throughout the storage, employees of local businesses, council area leisure cyclists, competition riders, club members, partners and many more • Promotion of contact points to ensure reports
on finding debris such as broken glass can
42 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity be remedied as soon as possible • We’re members of the Milton Keynes Physical Activity Alliance • We distribute cycling information to cycle shops to give to customers • We work in conjunction with sports teams within Milton Keynes to increase the number of cyclists to matches • We work closely with Thames Valley Police in order to promote cycle security and bike marking • We have taken part in a variety of health fairs aimed at children and adults • We have taken part in positive health promotion activities • We have led campaigns aimed at school children to promote cycling and cycle safety • We participated in a co-drive to increase cycle usage in the PCT • We have promoted the news that we initially bid to become a Cycling Town and short- listed for this status
Cycle Parking and Shower Facilities • New cycle lockers at MK Central rail By installing more advanced cycle parking at the station that are unique to MK have been rail station and trialling new cycle stands at the Increased numbers of parking spaces for installed Central Library, we have encouraged an cyclists • Cycle storage at various locations increased number of cyclists to the rail station Improved infrastructure throughout the council area has been and the CMK shopping area. Redway improvements provided This initiative has encouraged rail users to cycle to the station, and monitoring figures indicate that the number of bikes parked at the station has increased.
43 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity Safety has been increased at the station with the current installation of lighting. and plans within the station re-development will add to current safety levels
This will encourage walking and cycling as they will opportunities for residents to reduce their journeys by car, follow a healthier lifestyle and use a sustainable form of transport • We have provided support and advice to a number of schools in installing their cycle storage • We have promoted the Gear-Change unit CMK that is fully subscribed with a waiting
list. • Plans are being developed in order that further cycle units can be located within CMK • New coin-operated cycle parking stands have been installed outside the library • Partnerships have been and continue to be formed with businesses to aid them in providing cycle provision • The council has installed showers, lockers and changing facilities in Saxon Court • Cycling is playing a key role in planning of
44 LTP Progress Report 2008
Table 3.2 - Summary of impact on our delivery of schemes: Reducing Congestion
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity new growth areas, re-developments and all associated new builds as well as updating of builds • A Redway is currently being constructed through CMK Traffic Management This plan sets out how we intend to deliver our The council has appointed the Head of Working with our neighbours: - The Traffic network management duty. It comprises Transportation as it statutory Traffic Manager. We are strengthening our engagement with the Management three main elements: HA and neighbouring authorities through regular Act 2004 (TMA) In agreeing arrangements for works on the Traffic Managers Forum meetings to ensure that • Minimising the impact of roadworks, events highway, including diversions, we will work to the network as a whole functions efficiently. and other relevant activities on all highway the following hierarchy in order of importance: users, including pedestrians and cyclists; o User hierarchy Our Action Plan: o Network hierarchy A draft action plan based on objectives • Managing the network to make the most o Management of street works identified from the Network Management Duty effective use of the roadspace; and, o Street works co-ordination and from the criteria set out in the Part 3 of the In meeting our requirement of the Network guidance as to how we would be fulfilling our • Providing a longer-term strategy to reduce Management Duty, we have made progress in duty, has been prepared to meet our congestion by encouraging the increasing the following areas. requirements of the Act in accordance with the use of sustainable transport options and • Appointing a Traffic Manager programme laid down by DfT. tackling congestion hotspots. • Producing a draft Traffic Management Act Action Plan These actions will contribute to a resilient • Regular meetings with HA and neighbouring network, a network that quickly resumes authorities through Traffic Manager’s Forum efficient operation after temporary periods of • Better Information to Road Users – inefficiency (streetworks website, radio broadcasts) • Works co-ordination improvements They will contribute to improving safety and • New methods of utility re-instatements encouraging modal shift. • Management of other activities such as events in partnership with emergency services • Through the LTP2 process we have a clear objective of tackling congestion • Dealing with enforcement
45 LTP Progress Report 2008
46 LTP Progress Report 2008 4. IMPROVING SAFETY
4.1 The safety of all road users on the road network in and around Milton Keynes remains of concern, not only to the council but to many other key strategic partners, who deal with the consequences of people being killed or injured in road traffic collisions. These organisations include the emergency services, such as Thames Valley Police (TVP), Buckinghamshire Fire & Rescue Service (BF&RS), and health care providers, in addition to both businesses and the wider community. All of whom have to deal with the consequences of the trauma involved when an individual becomes the victim of a road traffic collision.
4.2 In Milton Keynes, we have a road safety programme that consists of engineering measures at sites that are known to have a high number of collisions and a programme of education and publicity. This programme contributes to reducing Government casualty reduction targets, which are a:
• 40 percent reduction in the number of people killed or seriously injured in road accidents by 2010 on all roads; and,
• 50 percent reduction in the number of children killed or seriously injured in road accidents by 2010 on all roads. 4.3 From 2005, we stretched our local target on council maintained roads from 40 percent to a more challenging 50 percent reduction in the number of people killed or seriously injured by 2009. This was a consequence of a successful reduction in the number of casualties in the first LTP.
4.4 To make our road networks safer, a three-pronged approach has been implemented based on: 1) Road safety engineering; 2) Education and training especially for younger people; and, 3) Enforcement.
4.5 Our strategy identifies key target areas. These are: • Children (0 - 15 year olds); • Younger Drivers (17 – 24 year olds); • In-Car Safety; • At Work Road Safety; and, • Motorcyclists.
4.6 Whilst these key target areas do not currently have specific data attached to them, our aim is to focus our activities through Education, Training and Publicity to target remedial interventions to these casualty areas.
4.7 To improve safety for all pedestrian, cyclists and highway users we have: • Introduced reduced speed limits where they can be adequately enforced, in order to increase road safety as well as improving fuel economy;
47 LTP Progress Report 2008 • Provided better road safety education, training and publicity for all road users, to increase their awareness of road safety; • Investigated the causes of traffic injury collisions and introduced measures to reduce their frequency and severity; • Introduced measures to help vulnerable road users; and, • Undertaken safety audits on all new improvement schemes to ensure that they meet the needs of all road users.
4.8 Road Safety Strategy action plans have been developed for:
• Safer Journeys to School ; • Safer Drivers – Training and Testing; • Safer Drivers – Drink, Drugs and Drowsiness; • Safer Infrastructure; • Safer Speeds; • Safer Vehicles; • Safer Motoring; • Safer for Pedestrians, cyclists and horse riders; • Better Enforcement; and, • Promoting Safe Road Use. 4.9 Through a planned programme of education, training and publicity campaigns, and initiatives, we have endeavoured to increase road users’ awareness of safety issues and improve individual’s ability and behaviour to use our roads so that the incidences of collisions are minimised.
DELIVERY DURING THE FIRST TWO YEARS OF THIS LTP:
THE SAFER JOURNEYS TO SCHOOL (SJTS) PROGRAMME 4.10 In 2007-08, our SJTS programme delivered three schemes covering a total of five schools: • Loughton - Loughton School; • Walnut Tree - Heronshaw School and Heronsgate School; and, • Newport Pagnell - Riverside First School and Lovat School.
Loughton featured: • A zebra crossing; • New signage and “Slow” markings; • Refreshed zigzag markings; and, • Access protection markings to discourage parking across resident’s driveways.
48 LTP Progress Report 2008 Walnut Tree featured: • A new length of footway at the school leading to a new gated entrance into Heronsgate School to provide better access to cycle storage; • A zebra crossing to cross Lichfield Down, with a full width, round topped speed hump installed to the west of the crossing; and, • Another full width round topped speed hump installed on Lichfield Down close to the junction with the V10 Brickhill Street.
Newport Pagnell featured: • A series of islands built along Willen Road to reduce speeds; • Hatching painted along the centre of the road to make the road appear narrower to motorists to reduce speeds; • Two pedestrian refuge islands to help pedestrians cross Willen Road. A pedestrian guardrail has been installed to guide pedestrians to one of the refuges; • Vehicle Activated Signs installed once further analysis of speed data is complete; • A new footway built linking Willen Road and Richmond Way; and, • Additionally, the footpath across Riverside Meadow has been upgraded (and widened) to Redway standard to improve accessibility for pedestrians and cyclists.
THE TRAFFIC MANAGEMENT OUTSIDE SCHOOLS (TMOS) PROGRAMME 4.11 The programme included minor signing, lining and other works at the following schools throughout Milton Keynes: • Glastonbury Thorn, Shenley Church End; • Holmwood, Great Holm; • Priory Common Infants, Bradwell; • Great Linford Combined; • Broughton Fields; • Langland Community, Netherfield; • Greenleys Junior; • Bushfield Primary, Wolverton, and, • St Mary Magdelene RC, Greenleys.
49 LTP Progress Report 2008 THE TIME-WALK PILOT
4.12 During 2006/07, we devised a brand new scheme called “time-walk”. The aim of the scheme is to: • Make school pupils and parents aware of the short time it takes to walk to school (as this can be easier to understand than distances); • Prompt parents and children to “stop, look, listen” at the most used crossing points, and, • Advertise the Park and Stride site and link to the school using ‘Heron’ footprints, encouraging walkers to use the new zebra crossing.
4.13 The vast majority of the feedback from the scheme has so far been positive.
SAFER DRIVERS – TRAINING AND TESTING 4.14 During 2006/07 and 2007/8 together with Thames Valley Police, we conducted a series of joint enforcement and education activities throughout Milton Keynes. It is our intention to build upon this relationship and ensure regular monthly partnership activity.
4.15 Young drivers and students about to take their test were targeted in a joint TVP, BF&RS, council initiative with other local authorities and fire and ambulance services throughout the Thames Valley area with a multi media stage event called ‘Safe Drive, Stay Alive’. This event was held at The Open University campus for Milton Keynes students and featured video footage of a crash scenario and emergency service professionals, victims and their relatives explaining how car crashes had permanently affected their lives.
SAFER DRIVERS – DRINK, DRUGS AND DROWSINESS 4.16 Summer and Christmas drink drive campaigns carried out, including press releases, poster displays, and public exhibitions. A ‘Morning After’ campaign was run last Christmas (2007) with Thames Valley Police– breath testing people at MK Central rail station in the morning to highlight the dangers of possibly still being over the limit. This received good television coverage.
4.17 Drowsiness – Press releases and a ‘Driver Fatigue Awareness Day’ held at the Newport Pagnell motorway service station.
50 LTP Progress Report 2008 SAFER INFRASTRUCTURE 4.18 During 2006/07 we implemented two collision remedial schemes on the H8. These were at Parkside and Kents Hill; both were dual carriageway gap closures.
Gap before Closure After Closure (allowing bus movements)
Table 4.1 – Collisions at Parkside and Kents Hill Remedial Schemes Number of collisions in previous 3 Scheme years H8 Standing Way / Waltham Drive, 9 Monkston, central reserve gap closure H8 Standing Way / Parkside, Furzton, 7 central reserve gap closure
4.19 During 2007/08 we implemented three collision remedial schemes. These were the removal of left turn slip lanes at the junctions of V3 Fulmer Street with Dulverton Drive junction, H7 Chaffron Street and Barnsdale Drive, and the installation of new large chevron signs, with high visibility backing at five remote roundabout sites. Table 4.2 – Collisions at V3, H7 and Roundabout Sites Remedial Schemes
Scheme Number of collisions in previous 3 year
V3 Fulmer Street / Dulverton Drive 10 Junction H7 Chaffron Street / Barnsdale Drive 11 Junction Upgrading of roundabout chevron 43 signs (5 sites)
SAFER SPEEDS 4.20 Speed Indication Devices (SID) have been deployed on a parish rota, on site for 4 days every 6 weeks.
4.21 High Visibility Road Safety Posters with 5 different messages on the posters follow same rota as SID’s, but staggered 3 weeks apart.
51 LTP Progress Report 2008 VEHICLE ACTIVATED SIGNS 4.22 We use these where no other feasible engineering method is appropriate. They are speed roundels or hazard warning signs or a combination. Criteria has to be met for them to be installed such as speeds and collision history
SAFER VEHICLES 4.23 Press release, information cards, ‘goodie bags’ with wipes and scrapers etc. and radio interviews given on preparing car for winter driving, and going on holiday – longer journeys loaded with luggage.
SAFER MOTORING 4.24 In car safety – Seat belts, In Car Child Safety – Child Car Seats and Booster Cushions, Mobile phone abuse.
4.25 Motorcyclist Training Day – Pilot course successful, 2 courses booked for this year.
4.26 Sponsored Pass Plus – In discussion with local driving instructors and insurance companies.
4.27 SAGE – Safer driving with AGE - In discussion with local driving instructors.
4.28 The Road Safety Team has a policy of assessing its own staff before they can drive for a work purpose. The aim is to implement a corporate ‘Driving for Work’ policy.
SAFER FOR PEDESTRIANS, CYCLISTS AND HORSE RIDERS 4.29 Other targeted events include: • ‘For My Girlfriend – Aimed at 17 to 24 year old male drivers’; and, • ‘Crashed Car Event’ – targeting Driving for Work, involved extrication by Fire Service.
BETTER ENFORCEMENT 4.30 Enforcement is a police role; however, roadside education (delivered by the council’s Road Safety Team) as an alternative to enforcement is offered by the police in certain circumstances.
PROMOTING SAFE ROAD USE 4.31 During the year, DfT funded, The annual Be Child Road Safety Activity Safe, Be Seen Books were distributed campaign was throughout MK via libraries also promoted and Midsummer Place across the Shopping Centre in Central authority during MK. These books offered a the October half wide range of activities for term week, when children to complete whilst the clocks reverted learning about road safety to Greenwich when travelling on foot, bike Mean Time or as a vehicle passenger. (GMT). Be Safe, Be Seen Poster 52 LTP Progress Report 2008 4.32 Our road safety campaigns continue to be data-led and receive acceptable media coverage throughout Milton Keynes. We have supported DfT THINK! Campaigns, including; Child Road Safety (pedestrian, cycling and in-car)
OTHER PUBLICITY 4.33 Other publicity issues covered include teenage road safety, cycle helmets, seat belts, speed, drink driving, mobile phones, driver fatigue and safer motorcycling.
4.34 Road safety adverts are placed in suitable publications. Press releases are issued and posters deployed. Other advertising media such car park tickets have also been used.
ROAD SAFETY EDUCATION 4.35 All educational, training and publicity initiatives and campaigns are targeted to reduce casualties, particularly within identified road user groups identified in our Road Safety Strategy as being of particular concern locally.
4.36 We have developed a rolling programme of Road Safety Education for KS1 and KS2 pupils. We have also purchased educational resources to be loaned to schools free of charge to support the teaching of Road Safety within the curriculum.
4.37 ‘Theatre in Education’ road safety plays visit schools dealing with topics such as walking and cycling; driving when unfit through drink or drugs; speed; seatbelt wearing.
4.38 ‘Safe Drive Stay Alive’ is an event staged at the MK Dons stadium for 6th form students.
4.39 ‘Be Safe, Be Seen’ is targeted at primary school children when the clocks go back in October.
4.40 All road user groups of all ages are targeted.
SCHOOL TRAVEL PLANS (STP) 4.41 We have developed a rolling programme working with a large number of schools each year to maintain our progress towards the target of 100% of schools to have a STP by March 2010. Workshops have been developed and electronic templates have been created to assist schools working towards a STP. Schools are actively encouraged to develop their STP in consultation with their wider community to maximise the benefits. Extensive support is offered by the School Travel Plan Advisers.
4.42 We also encourage schools to participate in an annual Walk to School Week. Resources are supplied by the council to schools free of charge. This initiative is increasing in popularity each year.
53 LTP Progress Report 2008 4.43 We have also assisted schools in accessing funding from the DfT which they made available to promote walking initiatives. We have 23 schools which are each receiving £500 per year over a period of 3 years. All these schools are running a WoW (Walk on Wednesday) scheme. The scheme aims to encourage children to walk to school on a regular basis and children are rewarded if they walk to school at least once a week. The School Travel Plan Advisers administrate the scheme and monitor the participation rates to report to the DfT.
PROGRESS OVER THE LAST TWO YEARS
• As of March 2008, 87 schools (68.5%) have completed an approved school travel plan, exceeding the targets set locally for this stage of the project. • The most recent event -Walk on Wednesday (WoW) involved 47 schools across Milton Keynes with 10,000 children participating. • In the first year of the WoW scheme, an average of 1,300 return car journeys a week were saved. This equates to over 49,000 car journeys saved over the course of a school year (38 weeks). • These initiatives have contributed to a drop in the percentage of children being driven to school. In 2003, 38% of children were driven to school; by 2006 this had dropped to 34%. The most recent date available (2007) shows a further reduction in the percentage of children being driven to school to 29%. • The Theatre in Education productions were well received with excellent feedback from schools. • All educational, training and publicity initiatives and campaigns are targeted to reduce casualties, particularly within identified road user groups identified in our Road Safety Strategy as being of particular concern locally. • Monitored vehicle speeds have shown a reduction overall. Locations of particular concern are identified for implementation of further measures (VAS signing) • Annual programmes of casualty reduction engineering schemes contribute to casualty prevention and reduction; encourage increased levels of walking and cycling to schools, reduced car dependency on the morning and afternoon school run. • Safety audits of all engineering schemes that permanently alter the highway layout make the overall road network safer and are the main contributor to reducing casualties and achieving casualty reduction targets. • Safety Audits identify and remove problems inherent within scheme design, which has prevented subsequent casualty occurrence once the scheme has been implemented. • The net impact of all the interventions, marketing and promotion has been a reduction in the number people killed or seriously injured on our roads compared with our targets. • The net impact of all the interventions, marketing and promotion has been a reduction in the number of children killed or seriously injured on our roads compared with our targets.
54 LTP Progress Report 2008 CASUALTY REDUCTION OVER THE LAST TWO YEARS
4.44 Charts 4.1 to 4.4 plot the actual collisions with the national targets and the council’s targets for the four LTP2 road safety targets. The headlines for the four targets are:
• BVPI 99x (Chart 4.1) – All KSI’s on all roads (including A5 and M1) – the number of KSI’s has reduced by 19 over the first 2 years of LTP2 compared with our targets, however, there has been an increase in year-on-year KSI’s suggesting that there is no clear evidence that we are on target;
• BVPI 99y (Chart 4.2) – Child KSI’s on all roads (including A5 and M1) – the number of child KSI’s has slightly reduced over the first 2 years of LTP2 compared with our targets based on a 3-year rolling average suggesting that we are on target;
• BVPI 99z (Chart 4.3) – Slightly injured casualties on all roads (including A5 and M1) – the number of slightly injured casualties has consistently been above our targets, suggesting clearly that we are not on target; and,
• MKC2 (Chart 4.4) – All KSI’s on MKC maintained roads only (excluding A5 and M1) – the number of KSI’s has reduced by 11 over the first 2 years of LTP2 compared with our targets, however, there has been an increase in year-on-year KSI’s suggesting that there is no clear evidence that we are on target. However, in terms of comparing the KSI’s with the national targets, we would be classed as on target.
4.45 Table 4.3 compares the actual KSI’s reported for the first two years of LTP2 with the national targets and the stretched local targets for the councils maintained roads.
Table 4.3 – Local Target MKC2 – KSI’s on MKC Maintained Roads (excludes A5& M1)
Year of LTP2 All All All Actual Actual % % Local % Local Collision Reporting KSI’s KSI’s KSI's KSI's KSI's National Actual Target Year National Local Actual minus minus Actual Reduction Reduction Target Target National Local Reduction from from Target Target from 1994-98 1994-98 1994-98 Base Base Base 1994-98 - - - 169 - - - - - Base 2005 2006-07 128 118 103 -25 -15 -24% -39% -30%
2006 2007-08 122 110 114 -8 4 -28% -33% -35%
2007 2008-09 115 101 ------40%
2008 2009-10 108 93 ------45%
2009 2010-11 101 85 ------50%
55 LTP Progress Report 2008
Chart 41 - BVPI 99x – All KSI’s on all roads (includes A5 & M1) 250
200 195 188 173 180 165 158 150 150 143 136 149 128 138 121 130 109 122 113 100 111
50
0 1994/98 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Average Year Target Actual
56 LTP Progress Report 2008
Chart 4.2 - BVPI 99y - Child KSI’s on All Roads (includes A5 &M1) 30
25 25 24 22 21 20 21 19 20 19
17 18 15 15 18 15 15 14 14 15 14 13 11 11 10 10
5
0 1994/98 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Average Year Target 3 year rolling average Actual
57 LTP Progress Report 2008
Chart 4.3 - BVPI 99z - Slight Injury Casualties on all roads (includes A5 & M1)
1300
1246 1205 1200 1178 1173
1103 1107 Number1100 of Slight Injuries 1090 1072 1061 1051 1040 1029 1000 1018 1008 997 986 976 965 900
800
700
600 1994/98 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Average Year
Target Actual
58 LTP Progress Report 2008
Chart 4.4- Local Target MKC2 – KSI’s on MKC Maintained Roads (excludes A5 & M1) 190
170 172 169 162 155 149 150 142 135 136 130 128 122 117 118 114 115 110 108 110 101 103 101 93 90 96 92 85
70
50 1994/98 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 Average Year National Target Local Target Actual
59 LTP Progress Report 2008
Table 4.4 - Summary of impact on our delivery of schemes: Road Safety Delivery What we said we would What we have delivered so far What impact it has had Activity deliver School Travel We will enhance our School Travel Plans – we have developed a rolling As of March 2008, 87 schools (68.5%) have Plans programme of school and programme working with a large number of schools each completed an approved school travel plan, company travel plans that will year to maintain our progress towards the target of 100% of exceeding the targets set locally for this stage of promote car sharing, and schools to have a STP by March 2010. Workshops have the project. walking, cycling, and public been developed and electronic templates have been transport contributing to our created to assist schools working towards a STP. Schools objectives of improving access are actively encouraged to develop their STP in to schools, shops, jobs and consultation with their wider community to maximise the healthcare and encouraging benefits. Extensive support is offered by the School Travel modal shift. Plan Advisers.
Our approach will be to We also support schools to participate in an annual Walk to The most recent event (May 2008) involved 47 continue to contribute and School Week. Resources are supplied by the council to schools across Milton Keynes with 10,000 support national initiatives schools free of charge. This initiative is increasing in children participating. such as walk and cycle to work popularity each year. weeks, and maintain our active participation in the ‘in town We have also assisted schools to access funding from the In the first year of the scheme, an average of without my car’ event. DfT which was made available to promote walking 1,300 return car journeys a week were saved. initiatives. We have 23 schools which are each receiving This equates to over 49,000 car journeys saved Indicative measures include £500 per year for 3 years. All these schools are running a over the course of a school year (38 weeks). workplace and school travel WoW (Walk on Wednesday) scheme. This scheme aims to plans. encourage children to walk to school on a regular basis and These initiatives have contributed to a drop in the children are rewarded if they walk to school at least once a percentage of children being driven to school. In week. 2003 38% of children were driven to school, by 2006 this had dropped to 34%. The most recent The School Travel Plan Advisers administrate the scheme date available (2008) shows a further reduction in and monitor the participation rates to report to the DfT. the percentage of children being driven to school to 29%.
Road Safety Delivery of programmes of Road Safety Education – We have developed a rolling Resources are now widely available to schools Education educational, training and programme of Road Safety Education for KS1 and KS2. We and are well used. publicity campaigns and have also purchased educational resources to be loaned to initiatives to increase road schools free of charge to support the teaching of Road Safety users’ awareness of safety within the curriculum. issues and improve individual’s We have also provided Theatre in Education programmes to The Theatre in Education productions were well ability and behaviour. schools. received with excellent feedback from schools.
60 LTP Progress Report 2008
Table 4.4 - Summary of impact on our delivery of schemes: Road Safety Delivery What we said we would What we have delivered so far What impact it has had Activity deliver Road Safety Safer Drivers – Training and Motorcyclist Training Day – Pilot course successful, 2 All educational, training and publicity initiatives Training Testing further courses arranged for 2008/09. and campaigns are targeted to reduce casualties, Sponsored Pass Plus – In discussion with local driving particularly within identified road user groups instructors and insurance companies. identified in our Road Safety Strategy as being of SAGE – Safer driving with AGE - In discussion with local particular concern locally. driving instructors. Road Safety team has a policy of assessing its own staff before they can drive for a work purpose. This will hopefully spread council wide when our ‘Driving for Work’ policy is implemented Promoting Safer Drivers – Drink, Drugs Christmas and Summer drink drive campaigns are carried Drink driving still remains a concern locally and and and Drowsiness out. Press releases, poster displays, and public exhibitions. local campaigns still continue to identify a high marketing A ‘Morning After’ campaign was run last Christmas with level of offenders. Road Safety Thames Valley Police– breath testing people at MK train station in the morning to highlight the dangers of possibly still Joint campaigns with Thames Valley Police and being over the limit. This received good TV coverage. through the Thames Valley Safer Roads Partnership will continue in order to further Drowsiness – Press releases and a ‘Driver Fatigue heighten awareness of this issue. Awareness Day’ held at Newport Pagnell services.
Safer Speeds Speed Indication Device (SID) deployments on a parish Monitored vehicle speeds have shown a rota. On site for 4 days every 6 weeks. reduction in speed overall. Locations of particular concern are identified for implementation of High Visibility Road Safety Posters. 5 different message further measures (Vehicle Activated Sign). posters follow same rota as SID’s, but staggered 3 weeks apart.
Individual speed limit reviews identified the need for a Use of effective and consistent and well signed number of new speed limits which were implemented speed limits ensures that drivers are aware of appropriate speeds according to the road A new speed limit setting policy in accordance with DfT environment. guidance has been developed and work is now progressing on a speed limit review encompassing urban fringes, villages, upper and lower tier rural roads.
Vehicle Activated Signs We use these where no other feasible engineering method Uses of speed vehicle activated signs have is appropriate. contributed to speed reductions. Sites for hazard
61 LTP Progress Report 2008
Table 4.4 - Summary of impact on our delivery of schemes: Road Safety Delivery What we said we would What we have delivered so far What impact it has had Activity deliver They are speed roundels or hazard warning signs or a related (i.e. bend warning) VAS are to be combination. implemented this year and their success will be monitored. Criteria have to be met for them to be installed such as speeds and collision history.
Safer Vehicles Press release, information cards, goodie bags with wipes and It is difficult to assess with any degree of certainty scrapers etc. and radio interviews have been given on the impact of such guidance however it is felt preparing car for winter driving, and going on holiday and for worthwhile as collisions have resulted in such longer journeys loaded with luggage. conditions.
Safer Motoring Encompasses the above plus; In car safety – Seat belts, In Casualty reduction targets continue to be on Car Child Safety – Child Car Seats and Booster Cushions, track including child safety targets. Mobile phone abuse.
The Thames Valley Safer Roads Partnership has expanded Diversion schemes have been extended to other its remit from just delivering and managing speed areas of road safety education - these are seen enforcement through Safety Cameras to a much wider by the offenders as beneficial. remit dealing with a wide range of road safety related issues such as seat belt and car seat use, mobile phone use.
The safer roads partnership allows larger scale regional Use of regularly updated headline data and area campaigns to be developed making use of detailed area profiling (using the MOSAIC database system) profiling. has allowed much more targeted data led assessment of local concerns enabling much a more targeted Education, Training and Publicity activities.
Enforcing Better Enforcement Enforcement is a police role undertaken in conjunction with Feedback from offenders has certainly indicated Road Safety the Thames Valley Safer Roads Partnership; however, that interface with Road Safety Officer is valued roadside education (delivered by the council’s road safety and worthwhile. Enforcement is a key contributor team) as an alternative to enforcement is offered by the to casualty reduction strategies undertaken by police in certain circumstances. ourselves, the Police and through the work of the wider Thames Valley Safer Roads Partnership.
62 LTP Progress Report 2008
Table 4.4 - Summary of impact on our delivery of schemes: Road Safety Delivery What we said we would What we have delivered so far What impact it has had Activity deliver
Workshops Promoting Safe Road Use This again encompasses all of the above. Impact of all the interventions and marketing and for Road In addition, road safety adverts are placed in suitable promotion has resulted in a year on year Safety publications. Press releases are issued. Posters deployed. decrease in the number people killed or seriously Other advertising media can also be used e. g. car park injured on our roads. tickets.
Theatre in Education road safety plays visit schools dealing with topics such as walking and cycling; driving when unfit through drink or drugs; speed; seatbelt wearing etc.
Safe Drive Stay Alive is an event staged at the MK Dons stadium for 6th Form students.
Be Safe Be Seen is targeted at primary school children when the clocks go back in October.
All road user groups of all ages are targeted.
Other campaigns For My Girlfriend – Aimed at 17 – 24 year old male drivers Impact of all the interventions, marketing and promotion has resulted in a year on year ‘Crashed Car Event’ – targeting Driving for Work, involved decrease in the number people killed or seriously an extraction by Fire Service. injured on our roads.
Engineering Provide safer infrastructure Annual programmes of engineering and educational schemes The SRTS programme contributes to casualty Road Safety through: to make the routes to schools safer; three schemes delivered reduction, congestion relief outside schools, • Safer Routes to School in 2007, which include new, controlled pedestrian crossing, encourage increased levels of walking and (SRTS) Schemes new footway and access to bicycle storage areas, traffic cycling to schools, reduced car dependency on calming. the morning and afternoon school run. General enhancement of environmental conditions outside schools.
Additionally, a number of minor traffic management works The traffic management outside schools and have been undertaken outside schools. It is intended by 2010 school keep clear zigzags all contribute to the that all schools will have a minimum standard of traffic same aims and objectives as the safer routes to
63 LTP Progress Report 2008
Table 4.4 - Summary of impact on our delivery of schemes: Road Safety Delivery What we said we would What we have delivered so far What impact it has had Activity deliver management measures (signing and lining) and where school programme. specific concerns arise, additional works where required will be implemented (such as footway widening or railing )
Currently a programme is underway to implement enforceable traffic orders on all school keep clear zigzags. This will be completed in early 2009.
Casualty reduction schemes. Implement annual programmes of casualty reduction Data led schemes are prioritised and engineering schemes to reduce casualty occurrence at implemented based on predicted accident locations and routes experiencing high numbers of casualties. savings and engineering feasibility. The safety audit process and post scheme monitoring identify the level of casualty reduction achieved.
Safer Roads Safety audits Undertake safety audits of all engineering schemes that Implemented permanent changes to the road permanently alter the highway layout. system thereby making the overall road network safer; main contributor to reducing casualties and achieving casualty reduction targets.
Identify and remove problems inherent within scheme design, which has prevented subsequent casualty occurrence once the scheme has been implemented.
Safer for Pedestrians and Maintaining and expanding the School Crossing Patrol Service School crossing patrols at key locations ensure cyclists that children have safe crossing points on the journey to school. Provision of safer crossing facilities for pedestrians and cyclists (often but not exclusively associated with Safer At locations where there are safety concerns or Routes to Schools Schemes) difficulty in crossing the road is experienced facilities ease these concerns.
64 LTP Progress Report 2008
BARRIERS TO DELIVERY AND LESSON LEARNT
4.46 It is becoming more difficult to identify collision cluster sites where traditional treatments may be employed in order to reduce casualties. Sites are either scattered or more radical non-traditional solutions are required.
4.47 The implementation of perhaps more radical solutions for MK needs to win member and public support. Traffic signals whilst they may offer significant casualty reduction benefits are generally viewed as being less acceptable than the existing roundabout or priority junction in terms of journey times. This is embedded in the concern that such solutions would result in greater congestion, as to date, relatively little congestion has been observed on MK roads – signals would offer a beneficial solution in terms of both casualty reduction and congestion relief in future traffic scenarios.
4.48 Despite speed limit reductions proving successful in reducing both vehicle speeds and casualties, there is a general reluctance to reduce speed limits on our grid roads. There appear to be sections of the community who favour the convenience offered by a road network that is quick to move around over any concerns about casualties particularly when casualties are being driven down below target levels.
4.49 The nature of the grid road system gives convenient access to all areas of the city. Whilst on the face of it MK is performing well in terms of casualty reduction and is exceeding targets, compared to other authorities, it is clear that casualty levels in MK are no better.
4.50 Road safety is a key concern for the council corporately; a road safety target, whilst not included in the LAA, has been incorporated as a LAA local target. The council has reviewed its Road Safety Strategy (RSS) and a draft revised strategy produced (but still in development) which focuses on the current key areas of concern as data driven themes. These are : • Children (0 - 15 year olds); • Younger Drivers (17 – 24 year olds); • In-Car Safety; • Road Safety at Work; and, • Motorcyclists.
4.51 It is clear that child safety is paramount both in terms of Children and IN Car Safety and there are clearly strong links with the ‘Children and Young Peoples Service Plan’. Whilst the casualty reduction targets are included within this document the links do need to be strengthened as identified in the emerging revised RSS.
4.52 “Road Safety at Work” is also a priority and as such the council, prior to rolling out policies and initiatives to the wider business community, wishes to put its own house in order first. The council’s policies and procedures, relating to transport services and driving for work, are to be reviewed and implemented throughout the council. This will clearly establish the way forward for rolling out the message to other businesses.
65 LTP Progress Report 2008 4.53 Milton Keynes’ road casualties are falling against a background of growth. Clearly growth presents further challenges both in terms of increased road usage year on year but also a need for additional resources to be able to deliver the whole range of road safety services to an increasing population of road users.
4.54 We would aim to ensure that any infrastructure delivered as part of the growth agenda minimises incidents of collisions through effective, innovative and safe design coupled with stringent safety audit procedures.
4.55 The growing youthful population will result in an increase in school journeys to new schools which, as one of our key target groups, will need to be accommodated in more innovative ways with more consideration to safety issues being “designed in”.
66 LTP Progress Report 2008 5. IMPROVING AIR QUALITY
5.1 LTP2 describes our commitment to improving air quality by promoting sustainable travel, by managing the increasing demand for travel and by encouraging the use of new technology to reduce the environmental impact of transport.
5.2 Air quality in Milton Keynes, however, is generally well within the LTP2 targets set for nitrogen dioxide (NO2) and particulates (PM10). However, there are concerns with one location on High Street South / Bridge Street, Olney, with regard to NO2 concentrations.
5.3 Traffic emissions will almost certainly rise with the projected growth in population, employment and leisure based activities in Milton Keynes. We will, therefore, continue to monitor the situation and introduce Air Quality Management Areas (AQMAs) where necessary.
5.4 We recognise the considerable impact road transport has as a source of air pollution, particularly in urban areas. The LTP2 objective of improving air quality identified how we will balance the increasing demand for travel through growth with the need to reduce the impact of travel on the environment through behavioural changes.
5.5 We are committed to: • Reducing the environmental impacts of transport; • Improving community health by reducing transport related pollution; • Supporting the proposals to develop and enhance the city; and, • Supporting and influencing growth through travel solutions. 5.6 Our air quality objective is integral to other LTP2 objectives, especially strategies to reduce congestion and improve accessibility. During the first two years of LTP2, we have implemented measures that improve air quality, by reducing the rate of growth of car use and by promoting the sustainable modes of transport of walking, cycling and public transport.
5.7 The outcomes of these measures have been:
• Substantial increases in bus patronage;
• Reductions in overall number of vehicles coming into Central Milton Keynes during the morning peak period compared with the baseline;
• Decreases in the number of school children being driven to school; and,
• Increases in the number of people walking and cycling into Central Milton Keynes.
5.8 The implementation of LTP2 schemes, therefore, has had a positive impact on air quality. We have seen very good progress achieved in the following areas: • The promotion of the CARSHAREMK scheme; • Travel plan adoptions by employers and schools;
67 LTP Progress Report 2008 • Infrastructure improvements to ease traffic flow; and, • Improvements to Park & Ride.
NITROGEN DIOXIDE MONITORING
5.9 There are two National Air Quality Strategy objectives for nitrogen dioxide. They are:
• An annual mean concentration of within 40 µg/m3 (a LTP2 target); and,
• A 1-hour mean concentration of 200 µg/m3, is not to be exceeded more than 18 times a year.
5.10 Diffusion tube results (see Table 5.1) show an overall slight downward trend since 2003 with a notable exception; the results from locations in High Street South, Olney, have remained consistently high. Additional diffusion tube locations have, therefore, been set up in High Street South/Bridge Street, Olney, since January 2007 to identify the geographical extent of any target exceedence (see High Street South / Bridge Street, Olney section below).
5.11 The highest recorded annual mean, however, was on the southbound slip road exit off the M1 at Junction 14 (45.7 µg/m3), which is not a relevant location because it is not close to housing or employment. Work, however, is in progress to revise the layout of this junction which should affect future results.
5.12 Projected values for 2010 using the LAQM tools Year Adjustment Calculator (base year 2004, v2.2a), however, indicate compliance with the target at all relevant locations, including Olney by the end of the LTP2 period.
5.13 Automatic monitoring data from eight sites are summarised in Table 5.2. There was a big drop in the annual mean from 2006, when it was above the target, to 2007 at Wolverton Road, Newport Pagnell. This site is heavily influenced by its proximity to the M1.
PARTICULATE MATTER (PM10) MONITORING
5.14 There are two National Air Quality Strategy objectives for particulate matter (PM10). The annual and 24-hour objectives were achieved at all locations in 2007 (see Table 5.3). The objectives are to keep:
• Within 40 µg/m3 (a LTP2 target) as the annual mean; and,
• Below 50 µg/m3 as a fixed 24-hour mean not to be exceeded on more than 35 days per year.
HIGH STREET SOUTH/ BRIDGE STREET, OLNEY
5.15 There was concern in 2007 that nitrogen dioxide levels may be exceeding the annual objective in High Street South/Bridge Street in Olney. A ‘Detailed Assessment’, therefore, was undertaken to determine whether there was the need for an Air Quality Management Area (AQMA).
68 LTP Progress Report 2008 5.16 To assist with the ‘Detailed Assessment’, a mobile air quality monitoring station was moved to Olney to continuously monitor nitrogen dioxide concentrations. Nitrogen dioxide diffusion tubes have also been co-located at the monitoring station and at other relevant locations on High Street South/ Bridge Street to provide additional data.
5.17 The results have confirmed that an AQMA is required in this area. The council’s Cabinet approved a report in November 2008 recommending that this designated area to be declared an AQMA. The next stages will be to investigate engineering and traffic management options, and to prepare an action plan to improve air quality in the designated area.
MONITORING AND REPORTING PROGRESS 5.18 As well as monitoring and reporting progress on Air Quality indicator LTP8, we have reported progress on intermediate / complimentary indictors which are proxy to improving air quality target. • Road traffic kilometres; • Bus patronage; • Footway condition; • Journey to school mode share; • Cycling; and, • Peak period traffic flow.
SUSTAINABLE DEVELOPMENT
5.19 The council’s Environmental Protection Team (EP Team) receives a weekly planning application list from the council’s Development Control Division. Copies of planning applications are requested for developments that may have an impact on air quality. The application is assessed and comments and any recommended conditions are returned to Development Control to assist in the planning decision. The EP Team is also formally consulted by Development Control on larger developments.
5.20 Where an Environmental Impact Statement (EIS) has to be provided by the developer, the content of any air quality assessment is normally discussed and agreed beforehand with planners and/or directly with the air quality consultant carrying out the assessment. This ensures the methodology is acceptable to the council and that specific issues are addressed. Local air quality monitoring data are normally provided by the EP Team to assist with the assessment.
5.21 Three Expansion Areas have been allocated in the Milton Keynes Local Plan; large areas to the east and west of the City and a smaller area to the north. The Eastern Expansion Area is considered to be the best location for large footprint development, due to it’s proximity to the M1. There are specific policies in the Local Plan relevant to the Expansion Areas, requiring detailed Master Plans (Supplementary Planning Guidance (SPG)) that set out how the Local Plan policy requirements are to be met in each area.
5.22 All the relevant planning applications have been assessed for any significant air quality impacts as part of the planning consultation process. An Environmental
69 LTP Progress Report 2008 Impact Assessment (EIA), which considers impacts from both the construction and operation of the proposed development, was provided for most of the applications. An EIA is requested from developers for certain developments under the Town and Country Planning (Environmental Impact Assessment) (England and Wales) Regulations 1999.
5.23 Some of the planning applications are decided by the Milton Keynes Partnership Committee (MKPC), which began operating on 7th June 2004. The new committee, the local delivery vehicle, brings together the council, English Partnerships, the Local Strategic Partnership, representatives from the health sector, community sector, MK and North Bucks Chamber of Commerce and the business community. The function of the MKPC is to accelerate decision making on major planning applications within a defined Urban Development Area (UDA), which includes the main expansion areas.
5.24 A CPA Assessment in 2006 found that “the council is using the principles of sustainable development effectively to guide new development in the borough” and acknowledged that “the council’s good performance in a number of planning related areas has resulted in a large grant from the Government”
PARTNERSHIP WORKING
5.25 The ‘Buckinghamshire and Milton Keynes Regional Air Quality Strategy 2006’ was published in November 2006. The strategy was produced by the Bucks Air Quality Management Group (BAQMG), which consists of representatives from each of the Buckinghamshire district councils, Buckinghamshire County Council, the Strategic Health Authority/Primary Care Trust, and the council. The strategy can be downloaded from the council website below:
http://www.milton-keynes.gov.uk/environmental-health/home.asp
5.26 Air quality data and other information for each of the Buckinghamshire districts can be found on the following website below:
http://www.bucksairquality.net
LOOKING FORWARD
BUS FLEET 5.27 Through our regular Quality Bus Partnership meetings with the major bus operator, MK Metro, we are looking at options to support them in purchasing at least 10 new low emission “Euro 4” specification buses. This would make up 10% of the fleet size. This would contribute towards improving air quality by reducing emissions.
5.28 Together with the investments already made in improving bus stops with raised kerbs and new shelters and in introducing real time passenger information in the near future, we are confident of further increases in bus patronage.
LORRY MANAGEMENT STRATEGY 5.29 The Lorry Management Strategy is to be recommended for adoption at a Cabinet meeting in late 2008, having already gone through the consultation process with
70 LTP Progress Report 2008 major stakeholders such as the Road Haulage Association and the Freight Transport Association. The strategy is predominantly aimed at cutting “lost mileage” by working closely with partners to improve signage and loading/off loading times and routing lorries on the main roads.
5.30 The improvements in quicker and safer movements of freight will have a positive impact on air quality in general and in the built-up areas in particular. We will continue to monitor the impact of the strategy on congestion, accessibility, road safety and air quality.
CARBON MANAGEMENT PROGRAMME 5.31 The Strategy and Implementation Plan (SIP) sets out the key activities identified by the council to reduce its direct carbon emissions. It has been developed under the Carbon Trust’s Local Authority Carbon Management Programme.
5.32 The proposed vision statement of the council is:
“To be a community leader in tackling climate change”
5.33 The key target is a 2.5% cut in carbon emissions below the 2004 baseline by 2010. The scope of operations where emissions savings will be sought are: • Schools; • Corporate buildings e.g. offices, libraries; • Council housing: landlord functions; • Street lighting; • Fleet transport; • Staff business travel; and, • Staff commuting.
5.34 The council’s baseline (2004) CO2 emissions are 33,360 tonnes per year, predicted to increase to 38,920 by 2010 if no action is taken, an increase of 16.5%. If the proposed action is taken, our emissions could be reduced to 32,550 tonnes in 2010, 2.5% below the baseline. This is a cumulative CO2 saving of 18,900 tonnes or a cumulative cost saving of £4.72 million.
5.35 Eight actions have been short listed: • Cut energy use in the worst buildings to good practice levels, by carrying out energy surveys and implementing recommendations; • Staff awareness raising programme including energy champions; • Control of IT and other appliances; • Renewable energy; • Street lighting: more efficient lamps, dimming etc; • Fleet transport: more efficient management and use of bio diesel; • Staff business travel: targets for lower mileage and changed allowances; and, • Staff commuting: travel plan e.g. bus ticket discounts, awareness raising and travel champions.
71 LTP Progress Report 2008 5.36 The total costs and savings for these actions are: • Total capital expenditure: £788,000 • Total cost savings: £3,133,000 • Total carbon savings: 18,876 tonnes
5.37 The quantified actions do not quite reach the savings target but there are also a number of opportunities for savings which are not yet possible to quantify. The target, therefore, is considered to be achievable.
FUTURE CHALLENGES 5.38 The maintenance of sustainable air quality levels will be challenging given the continued growth and development of Milton Keynes. The following are key future challengers: • The planned delivery of 28,100 new homes by 2011 and 71,000 homes by 2031 from 2001, giving Milton Keynes a population increase of approximately 110,000 to about 340,000, making MK as big as Cardiff; • The predicted increase in traffic associated with the planned growth of Milton Keynes which is of the order of 31% to 2016 and 57% to 2031, compared with 2001 levels; • The need to influence the way people travel to and from work, by providing more attractive and effective public transport, encouraging car sharing, encouraging use of other sustainable transport modes, providing ‘Park & Ride’, and reviewing the way parking spaces are managed (in terms of both the number of parking spaces and their price) in CMK; and, • The need to reduce the impacts of transport on climate change as identified in the Stein Review (October 2006) and the Government’s ‘Towards a Sustainable Transport System ‘(October 2007).
72 LTP Progress Report 2008 Plan 5.1 - Locations of Nitrogen Dioxide Diffusion Tubes in the Milton Keynes Council Area
73 LTP Progress Report 2008
3 Table 5.1 - NO2 Diffusion Tube Results (Bias Corrected (µg /m )
Grid Reference Diffusion Tube Location Projected Classification 2003 2004 2005 2006 2007 2010 Easting Northing
Southbound Exit, Junction 14, M1 489171 240934 Roadside 47.1 46.6 49.3 53.0 45.7 40.9
No. 10 High St South, Olney 488914 251173 Roadside 38.4 40.0 39.6 44.4 42.9 38.4 _ _ Olney Wine Bar, No. 9 High St South, Olney 488904 251177 Roadside 36.0 38.4 37.8 33.8 _ _ 20 High St, Olney 488926 251455 Roadside 28.7 24.6 24.1 21.6 _ _ 17 High St (Opposite no. 20), Olney 488905 251456 Roadside 29.9 27.9 27.7 24.8 _ _ _ _ Cross Keys Office, High St South, Olney 488898 251186 Roadside 39.3 35.2 _ _ _ _ Aubergine, 22 High St South, Olney 488901 251231 Roadside 29.4 26.3 _ _ _ _ Art Mart, 33 High Street South, Olney 488891 251248 Roadside 35.8 32.0 _ _ _ _ Opposite 9 Weston Road, Olney 488840 251212 Roadside 24.6 22.0 _ _ _ _ Traffic Island, High St South/Weston Rd, Olney 488889 251215 Roadside 28.8 25.8 _ _ _ _ 18/20 Bridge St, Olney 488917 251068 Roadside 43.2 38.7 _ _ _ _ Courtney House, Bridge St, Olney 488909 251007 Roadside 39.7 35.5 Urban Corner of Coneygere and Palmers Rd, Olney 489108 251213 background 13.1 16.4 16.5 14.5 14.1 12.6
HSBC Bank, High St, Newport Pagnell 487620 243922 Roadside 40.0 39.5 36.0 35.4 36.3 32.5
76 High St, Newport Pagnell 487514 243901 Roadside 36.3 39.5 33.0 28.8 28.7 25.7 _ _ 63 High St, Newport Pagnell 487588 243912 Roadside 35.5 35.0 34.9 31.2 Urban O/S 16-17 Greenlands (N.Pagnell) 486296 243208 Background 34.9 34.8 32.1 31.9 31.6 28.3 Urban O/S 5-7 Greenlands (N.Pagnell) 486345 243230 Background 30.9 32.1 32.0 30.3 29.1 26.0 Urban O/S 42-44 Walnut Close (N.Pagnell) 486495 243345 Background 26.6 26.7 26.4 26.2 23.6 21.1
Silbury Boulevard/North Tenth St, CMK 485298 239126 Roadside 29.4 29.7 26.0 26.6 25.2 22.6 Urban 52-100 North Tenth St, CMK 485229 239223 Background 23.8 24.6 21.5 21.6 22.0 19.7
74 LTP Progress Report 2008
Grid Reference Diffusion Tube Location Projected Classification 2003 2004 2005 2006 2007 2010 Easting Northing Urban 6 Atherstone Court, Two Mile Ash 481331 238825 background 17.1 16.8 16.7 14.5 14.5 13.0 Urban 222 Wolverton Rd, Blakelands 486069 243149 Background 28.9 28.6 25.4 27.0 27.0 24.2
130 Newport Road, New Bradwell 482965 241515 Roadside 25.6 26.7 24.8 22.1 24.5 21.9 Urban The Cricketers, Strudwick Drive, Oldbrook 485546 237783 background 24.4 24.9 25.2 20.4 20.6 18.4 Urban 64 Nicholas Mead, Great Linford 486039 241484 Background 20.2 20.5 19.1 18.2 17.8 15.9 Urban Brook Farm, Broughton Road, Middleton 489237 239016 background 20.9 19.6 18.6 17.2 16.7 14.9 Urban 63 Windsor St, Wolverton 481412 240860 Background 25.0 20.7 19.4 20.8 17.4 15.6 Urban Castle Surplus Stores, 68 High St, Stony Stratford 478703 240503 Background 26.0 25.1 23.0 20.9 21.2 19.0
Bracknell House, Aylesbury St, Fenny Stratford 488118 233814 Roadside 29.3 28.0 25.4 25.3 22.6 20.2 _ _ 14-16 Newport Road, Wavendon 491498 237284 Roadside 22.3 21.7 20.1 18.0 Northampton Rd, Lavendon (Horseshoe public house) 491769 253542 Roadside 25.4 24.9 23.0 21.7 20.1 18.0 Bias adjustment factor for 2003 = 0.84 Bias adjustment factor for 2004 = 0.83 Bias adjustment factor for 2005 = 0.80 Bias adjustment factor for 2006 = 0.74 Bias adjustment factor for 2007 = 0.72 (See Appendix 8.2 of the accompanying Detailed Assessment 2008 for bias adjustment factor calculation)
75 LTP Progress Report 2008 Table 5.2 - Nitrogen Dioxide Continuous Monitoring Results Summary (µg/m3)
Annual mean 99.8th percentile of hourly means Monitoring Location 3 3 Period Objective 40 µg/m Objective 200 µg/m (18 exceedences allowed) 2000 2001 2002 2003 2004 2005 2006 2007 2000 2001 2002 2003 2004 2005 2006 2007 21-May-98 Civic Offices 23.4 24.2 24.6 24.0 21.3 22.8 22.0 21.6 80.2 76.8 104.2 94.1 74.2 83.9 140.2 101.4 31-Dec-07 Wolverton 23-Aug-00 Road, Newport - 36.9 36.8 39.7 38.6 38.4 41.3 31.9 - 97.3 98.2 134.2 118.0 145.7 171.3 107.9 31-Dec-07 Pagnell 14-Nov-00 Burgess 14-Aug-02 Gardens, & - 27.4 27.3 - - 28.1* 26.24 27.9* - 103.1 88.9 - - 96.9 139.4 121.9 Newport 12-Aug-05 Pagnell 15-May-07 Selbourne Ave, 09-Oct-02 - - - 18.4 17.3 15.4* - - - - - 70.8 63.3 64.1 - - Bletchley 3-May-05 High Street, 14-Aug-02 - - - 31.2 ------86.9 - - - - Olney 11-Dec-03 Linceslade 18-Feb-04 Grove, - - - - 22.7 21.8* ------90.7 86.7 - - 26-Jul-05 Loughton Newport Road, 23-Aug-05 - - - - - 21.1* 21.85 22.5 - - - - - 74.5 121.5 103.4 New Bradwell 31-Dec-07 Church Street, 22-May-07 ------24.5* ------85.8 Olney 31-Dec-07 Note: there were no exceedences of the 1-hour 200 µg/m3 objective at any location Note: Roadbox replaced existing mobile station on 19-Jun-02 * : Estimate of annual mean (Box 6.5 of LAQM.TG(03))
76 LTP Progress Report 2008
3 Table 5.3 - Particulate Matter (PM10) Continuous Monitoring Results Summary (µg/m gravimetric)
90th percentile of 24-hour means ANNUAL MEAN (actual exceedences in brackets) Monitoring Location 3 3 Period Objective 40 µm/m Objective 50 µm/m 2000 2001 2002 2003 2004 2005 2006 2007 2000 2001 2002 2003 2004 2005 2006 2007
01-Jun-98 32.8 31.2 31.5 28.1 34.1 27.2 29.6 28.9 Civic Offices 20.2 20.0 19.3 20.1 17.7 19.3 21.6 19.9 31-Dec-07 (2) (3) (4) (3) (7) (1) (1) (6) 54.5 40.3 40.7 40.4 Wolverton Road, 23-Aug-00 30.6 26.3 26.5 27.0 24.9 35.2 38.3 (42) (17) (14) (19) - 23.8 24.6 - - Newport Pagnell 31-Dec-07 23.6* 20.2* 20.4* 20.8* 19.1* (7) (6) 41.9* 31.0* 31.3* 31.1 (22)* (4)* (2)* (6) 14-Nov-00 Burgess 14-Aug-02 29.5 24.8 27.7 30.3 Gardens, & - 19.6 17.3 - - 18.5 18.1 19.9 - - - - (0) (0) (1) (3) Newport Pagnell 24-Jun-05 15-May-07 Selbourne Ave, 09-Oct-02 41.2 39.8 26.0 26.7 - - - 22.7 16.4 17.4 ------Bletchley 3-May-05 (5) (7) (1) (0) High Street, 14-Aug-02 41.9 - - - 24.6 ------Olney 11-Dec-03 (15) Linceslade 18-Feb-04 25.9 Grove, - - - - 17.3 17.8 ------28.1 - 26-Jul-05 (0) Loughton
Newport Road, 23-Aug-05 29.8 35.5 - - - - - 19.7 24.2 24.0 ------New Bradwell 31-Dec-07 (0) (14) Church Street, 22-May-07 30.5 ------20.9 ------Olney 31-Dec-07 (1) *Calculated from data not multiplied by 1.3
77 LTP Progress Report 2008
Environment Act Part (IV) Section 83 (1)
Air Quality Management Area (Milton Keynes Council) (No. 1) Order 2008
Milton Keynes Council (“the Council”), in exercise of the powers conferred upon it by Section 83(1) of the Environment Act 1995 hereby makes the following Order:-
1. This Order may be cited as the Air Quality Management Area (Milton Keynes Council) (No. 1) Order 2008 and shall come into effect on the 1st December 2008. 2. The area outlined in red on the attached map is designated as an Air Quality Management Area (hereinafter referred to as “the Designated Area”). The Designated Area incorporates properties in Olney fronting Bridge Street and High Street South, No.1 and No. 38 Market Place. 3. The area is designated because of a breach of the annual mean nitrogen dioxide objective as specified in the Air Quality (England) Regulations 2000 (as amended). 4. This Order shall remain in force until it is varied or revoked by a subsequent Order.
The Common Seal of Milton Keynes Council was hereunto affixed dated this 1st December 2008 in the presence of:
Authorised Signatory
Head of Legal Services (The officer appointed for this purpose) Seal reference number:
78 LTP Progress Report 2008 Plan 5.2 – Air Quality Management Area (Olney)
79 LTP Progress Report 2008
80 LTP Progress Report 2008 6. IMPROVING MAINTENANCE INCLUDING ASSET MANAGEMENT
6.1 The aim of this objective is to maintain the highways and public rights of way to a standard appropriate to their use, thereby extending the usefulness of former investment. There is, however, a misconception that all the highways in Milton Keynes are relatively new and would, therefore, be in good condition. In fact, Milton Keynes celebrated its 40th birthday as a new town in 2007.
6.2 The council has produced a Highways Asset Management Plan (HAMP) that provides for the management of these assets in the most cost-effective way through robust condition monitoring, timeliness of intervention and economies of scale in repairs and renewal. It is key stage in the development of the council’s Transport Asset Management Plan (TAMP).
6.3 The County Surveyors Society’s “Framework for Asset Management” published in June 2004 defines Asset Management as: “….. a strategic approach that identifies the optimal allocation of resources for the management, operation, preservation and enhancement of the highway infrastructure to meet the needs of current and future customers.” 6.4 We have a statutory duty to maintain the public highway, which includes: • Over 1,200 kilometres of highway; • Over 250 kilometres of cycleway; • Approximately 1,000 bridges; and, • Over 55,000 streetlights.
6.5 The council’s Highway Maintenance Strategy will help to deliver the following delivery priorities: • To provide and maintain the highway network in a safe condition at all times for all users; • To preserve the capital investment of the highway infrastructure and to obtain the best use of the highway network through effective design, maintenance and management; • To provide a transport system, which provides access to employment, shopping, education, leisure and health facilities for all, especially those without a car and those with impaired mobility; and, • Delivering the best services.
6.6 An action plan was drawn up to assist with the setting of milestones for the development of the HAMP through to 2010. The following table outlines progress over the last two years of implementing the HAMP.
81
LTP Progress Report 2008
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity
Network Continued improvement in Network Condition. NI 168 Principal Roads By targeting resources, the Principal Road Condition 2006/07 = 3% 2007/08 = 2% Network is now in good condition with only 2% of the network requiring further treatment. DfT regard <12% as ‘good’. NI 169 Non Principal Roads 2006/07 = 13% 2007/08 = 10% This in turn allows resources to be targeted at Non Principal and unclassified roads to continue the improvement trends. Rural roads have BVPI 224B Unclassified Roads suffered in recent years so they are a key target 2006/07 = 14% 2007/08 = 10% for improvement through the 2008/09 Surface Dressing Programme.
BVPI 187 Category 1 and 2 Footways There has been a large improvement in the 2006/07 = 22% 2007/08 = 8% condition of Category 1 and 2 footways using DVI surveys. This will be continued as recourse is targeted to the areas most in need.
Asset Valuation Gap analysis in the asset management plan All A, B and C roads have now been videoed The council now has a robust accurate highway identified that the highway inventory was nearly utilising 180 degree digital camera technology. inventory for all classified roads. The data non existent. The identified outcome was to start This information is currently being imported into provided will now be utilised to provide accurate collecting data in an accurate manner utilising the pavement management system with 29 data within the asset valuation context. electronic technology. asset attributes. As part of a longer term initiative the asset data has also been integrated into MapInfo so individual asset attributes can be viewed visually in respect of condition or specification.
Maintenance Robust longer term maintenance programmes Current and future maintenance programmes From a value for money perspective the council programmes are now formulated utilising SCANNER and can now be seen to be targeting the longer term other survey inspection data. maintenance programmes to the areas of the highway network that will benefit most from treatment. Since the introduction of structured footway reconstruction programmes, insurance claims have remained reasonably low over the past five years.
83 LTP Progress Report 2008
Delivery What we said we would deliver What we have delivered so far What impact it has had Activity
Walking and Cycleway salting routes. Linking to the council’s walking and cycling During periods of inclement weather the priority Cycling strategy, approximately 40 kilometres of one cycleway routes can now be kept clear of Winter cycleway are now salted when a longer term snow and ice improving accessibility. Maintenance forecast of inclement weather is imminent using purpose built salting equipment.
Information Improved access to road work information for the Web based information Reduces congestion due to better route choice. Provision public and public transport users.
Public Realm In partnership with the MKP, a “public realm CMK web based handbook to assist developers, Standardisation of specifications and materials. handbook” to enhance the quality of public space contractors and utilities enhance the quality of as part of the “public realm strategy” for CMK. life within Milton Keynes has been produced.
Sustainability Introduce recycling initiatives. The “retread” recycling process into cycleway Ability to set some base line recycling figures to reconstruction and an “infra red patching” pilot be able to demonstrate future continued into highway maintenance. All concrete and improvement. bituminous products are now disposed of through a recycling facility.
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FORUM CONSULTATION
6.7 Five maintenance area forums have been established as part of the ‘Streetcare Initiative’. Longer term maintenance programmes are also being developed in consultation with town and parish councils. In fact, the local councils are being encouraged to fund certain elements and initiatives to add value to the council’s revenue budgets.
6.8 Officers regularly attend meetings with the Neighbourhood Action Groups and hold parish surgeries. The council also holds corporate listening days for the general public that are held in town centres and shopping centres. They are staffed by both members and officers. The 2007 Parish Survey covering all services placed road condition first, followed by footway condition, as areas of greatest concern for residents.
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86 LTP Progress Report 2008 7. IMPROVING QUALITY OF LIFE
7.1 Transport is not an end in itself but one of a combination of factors contributing to an improved quality of life. Transport will support: • An improved quality of public spaces and better streetscapes; • A reduction in transport impacts on landscapes and biodiversity; • Enhanced levels of community safety, personal security and crime; • Healthy lifestyles; • Sustainable and prosperous communities; • Reduced levels of noise; and, • Reductions in transport’s impact on climate change and greenhouse gases. 7.2 As a consequence, LTP2 influences and, in return, is influenced by key national, regional and local strategies, policies and programmes, and in particular the Milton Keynes Community Strategy.
7.3 We recognise that transport contributes to a range of wider social, economic and environmental outcomes rather than being an end in itself. In that respect we have aligned LTP2 with corporate and community priorities such as regeneration, health, rural services and sustainable development.
7.4 Many of our schemes and programmes have been developed in partnership and co-ordinates planning and actions across many agendas, including education and skills, housing, regeneration, and infrastructure planning and development. We are striving to achieve sustainable improvements in economic performance, a more inclusive society, a better environment and a better quality of life for all.
7.5 The delivery of transport improvements is essential to the delivery of our Milton Keynes Community Strategy, Our Handbook for Change 2004-2034, which states Milton Keynes is:
“a city that thinks differently, embraces evolution and champions change.” Our vision is “to create a city that has soul, energy and dynamism. Our towns, villages, neighbourhoods and spaces will be desirable, fun, affordable, safe and accessible. It will be a learning city, built and developed by a skilled and well-educated population. People will thrive financially and emotionally on the buzz of living or working in this international city of the future.”
7.6 The Local Strategic Partnership (LSP) action plan sets out the need for a transport system that provides the community with access to the things they want. It is one of the most important aspects in the planning of Milton Keynes for the next 30 years.
7.7 The LSP partnership’s key role is to contribute to the implementation and review of the Sustainable Integrated Transport Strategy. It will challenge traditional ways of
87 LTP Progress Report 2008 thinking with responsibility for managing the debate whereby Sustainable Integrated Transport Strategy is reviewed. It will also consider ways of educating people in sustainable issues.
7.8 During the period of LTP2, we will improve transport provision and foster urban growth in a way that promotes a good quality of life. The outcomes from our interventions will address relevant social, economic and physical/environmental issues and make a real contribution to our wider local objectives.
DURING THE FIRST TWO YEARS OF THIS LTP, WE HAVE: • Delivered improvements in Queensway, Bletchley, in a comprehensive programme of streetscape and landscape that will transform the quality of this retailing environment. Vehicle access has been restricted to enable a new square to be created with new lighting and parking arrangements. • Started the £20 million ‘M1 Junction 14 Area Improvements’ project in June 2007 and have taken great care to minimise impact on the local environment. Our ecology survey found grass snakes and great crested newts, which we have relocated. We also checked all existing bird nesting sites within trees and shrubbery earmarked for removal and found them to be disused. • Developed a range of walking and cycling events to promote healthier lifestyles as part of the Milton Keynes Physical Alliance along with the MK Primary Care Trust, the Parks Trust, Sustrans, cycling clubs, and the Women’s Walking Network. http://www.theparktrust.com • Promoted ‘Park and Walk’ in Central Milton Keynes to encourage people to park in less popular parking areas thereby saving their time in searching for a space and at the same time promoting a healthier lifestyle by a longer walk. We provide maps of parking availability based on quarterly surveys.
http://www.milton-keynes.gov.uk/mkparking/DisplayArticle.asp?ID=59084
• Introduced a Carbon Management Strategy and Implementation Plan that sets out the key activities identified by the council to reduce its direct carbon emissions. It has been developed under the Carbon Trust’s Local Authority Carbon Management Programme. The proposed vision statement for the council is: “To be a community leader in tackling climate change”
We have set a key target of a 2.5% cut in carbon emissions below the 2004 baseline by 2010. The emissions savings from following areas in transport will contribute to this target:
¾ Street lighting; ¾ Fleet transport; ¾ Staff business travel; and, ¾ Staff commuting.
88 LTP Progress Report 2008 Four actions have been adopted in:
¾ Street lighting to use more efficient lamps, and dimming; ¾ Fleet transport to manage use of bio diesel more efficiently; ¾ Staff business travel to reduce mileage and review allowances; and, ¾ The promotion of ‘Smarter’ staff commuting with a refresh of the council travel plan with bus ticket discounts, awareness raising and travel champions. • Continued to use SMA (Stone Mastic Asphalt) on our road resurfacing programme to reduce the levels of traffic noise. • Introduced new state of the art 'Falco Secure' cycle racks, the first of their kind in the country, outside the Milton Keynes Central Library to help reduce cycle theft. The council’s Community Safety Manager said:
"Although cycle theft is not one of the biggest three offences in terms of numbers, it remains a persistent problem in Milton Keynes, and is one of the few crimes that have increased over the last few years."
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90 LTP Progress Report 2008 8. ENCOURAGING SUSTAINABLE GROWTH
8.1 The future of Milton Keynes is being determined by proposals for new housing and related development. Over the period 2001-2031 there is planned to be an 80 percent increase in the numbers of households (from 88,000 to 158,000) as part of the growth plans outlined for the Milton Keynes and South Midlands sub-region. This includes an increase of over 16,000 households (17 percent) over the period of LTP2 up to 2010-11. While the exact timing of this development may change, the Government’s proposals nevertheless present us with a significant challenge in planning for future transport provision. By 2031 the population of Milton Keynes could be around 300,000.
8.2 Associated with the growth in households will be increases in employment for a range of businesses, including the retail sector. A growing economy will cause employment to grow to 300,000 in the sub-region by 2031 - a doubling of current levels of employment.
8.3 Notable developments completed in the first two years of LTP2 included the opening of the ASDA superstore and IKEA in late 2006 as enabling development for the MK Dons stadium which opened for a successful league and cup season in August 2007. All of which are generating significant travel demands.
8.4 Her Majesty, The Queen officially opened the stadium in November 2007 after officially opening the ‘thehub:mk’ in Central Milton Keynes. Phase 1 of the recently completed ‘thehub:mk’ consists of two hotels, 484 apartments and a public square with a water feature and public art.
8.5 Land use planning has a key role in delivering LTP2. By shaping the pattern of development and influencing the location, scale, density, design and mix of land uses, planning can help to reduce the need to travel. It can also reduce the length of journeys and make it safer and easier for people to access jobs, shopping, leisure facilities and services by walking, cycling and public transport.
8.6 Application of these planning policies will help to reduce some of the need for car journeys (by reducing the physical separation of key land uses) and enable people to make sustainable transport choices. In this way, planning policies can increase the effectiveness of other transport policies and help maximise the contribution of transport to improving our quality of life.
DURING THE FIRST TWO YEARS OF THIS LTP, WE HAVE • In partnership with MKP, developed a new approach to infrastructure funding – the Milton Keynes Tariff - which seeks to maximise infrastructure provision, whilst minimising Section 106 negotiations and securing developers’ and landowners’ contributions. It secures contributions of £18,500 per dwelling on 15,000 homes to be built by 2016 and a further £33 million contribution from employment development to support the requisite infrastructure. The first full payment was made in December 2006. The Milton Keynes Tariff won the 2006 national Guardian Public Services Award in the joined–up government category for ‘innovation and progress’.
91 LTP Progress Report 2008 • Set up a Transport Growth Team from January 2008, funded by MKP, to manage the delivery of growth-related schemes in the MKP Business Plan as well as develop transport strategies such as the ‘CMK Parking Change Strategy’ and ‘Travel Change Strategy’.
• Started the process to introduce an East-West Quality Bus Route linking the western and eastern expansion areas via Central Milton Keynes so that there will be a bus service running from early occupation of the new homes.
• Started the process to design and introduce travel packs to new occupiers in the expansion areas.
92 LTP Progress Report 2008 9. ENCOURAGING MODAL SHIFT
9.1 The strategy in the council’s Sustainable Integrated Transport Strategy is:
“To bring about a significant shift from the car to other ways of travelling, such as walking, cycling and public transport.”
9.2 This was, therefore, adopted as a LTP2 objective given the particular importance to encouraging modal shift. This objective is cross cutting and all the other objectives also contribute.
9.3 The significant growth in housing and employment combined with the development of Milton Keynes as a regional centre will significantly increase the volume of traffic on Milton Keynes’ grid road network over the next 25 years. The Milton Keynes Traffic Model has been used to forecast the potential impact that this growth would have on traffic congestion assuming a continuation of existing trends in car usage and modal share.
9.4 To assess the impact of this growth on the transport network, the council, together with MKP has developed the Milton Keynes Multi Modal Transport Model to forecast transport demand. A key feature of the model is that it first predicts the total travel demand then predicts modal shift to public transport given the range of interventions proposed. The remaining traffic is then modelled. This can indicate capacity issues and congestion points on the network. The model, therefore, does not simply predict and provide for more car use but it also predicts public transport use - a significant increase in bus patronage is a fundamental element of the transport strategy for growth.
9.5 Our land use policies, as developed in the Milton Keynes Local Plan, seek to promote the development of sustainable communities contained within urban extensions that are designed to facilitate transport patterns and behaviour promoted by Planning Policy Guidance Note 13 - Transport. The aim of PPG13 is to reduce the number, length, and need to make journeys, especially by private vehicles.
9.6 To achieve this, the main urban extensions are designed around providing development focussed on public transport corridors. The development is designed at higher densities; with ease of access to public transport included (the maximum walk distance to a bus stop will be 400 metres with the majority having a much shorter walk).
9.7 This approach was established in the Milton Keynes Public Transport Long Term Vision (November 2003). The Central Milton Keynes Public Transport Improvements Project currently being delivered as one of the first steps of realising our vision. The vision plans to increase the mode share of bus by a factor of three to four. By 2031 this would equate to the number of trips rising from about 7 million (2003/04) per annum to 35 to 40 million.
9.8 The challenge and opportunity growth presents us (recognised in our vision), is for us to restructure the rest of our public transport network in a consistent and effective way that utilises existing infrastructure to its maximum. New developments will meet this challenge through the plans and policies we have already established
93 LTP Progress Report 2008 in our Local Plan. The analytical work we have undertaken in looking at future network conditions has assisted us in planning our strategy to meet this challenge.
9.9 The planning of the new growth areas and the increase in densities in Central Milton Keynes also affords the opportunity to increase walking and cycling mode shares.
9.10 For some time now we have been charging users for parking places in Central Milton Keynes, although there remain many free spaces. We will review the level of charges and the number of free spaces on an annual basis. We aim to balance the costs of driving into CMK compared with using public transport so that bus access is on a more equivalent financial basis. As a result it will encourage more people to use the bus for at least some of their journeys. This will improve the financial viability of services and enable operators to offer a greater range.
DURING THE FIRST TWO YEARS OF THIS LTP WE HAVE: 9.11 Improved Accessibility – through implementing 16 walking and cycling schemes. The aim is to provide for, promote and increase walking and cycling as an enjoyable, safe and healthy activity for people of all ages and abilities, and to reduce dependency on the car.
9.12 Improved Public Transport – through investing £1.142 million in Quality Bus Initiatives. The aim is to improve the quality of the bus service with significant improvements to the waiting environment, and information provision.
9.13 Improved Safety; - through implementing over 50 Local Safety and Traffic Management schemes
9.14 Encouraged Sustainable Growth- through the Local Development Framework and land use initiatives
9.15 Encouraged Modal Shift – through implementing over 140 travel plans, at schools and work places, and in the new residential developments. We have also promoted our car share scheme ‘CARSHAREMK’ and have initiated the development of personal travel plans to be accessed through the web.
THE IMPACT OF OUR INITIATIVES AND THE OUTCOMES ACHIEVED: 9.16 The number of inbound peak period vehicles crossing the CMK cordon has reduced from 2003 baseline of 23,500 to 22,900,
9.17 The bus patronage has increase to 9.3 million journeys from 6.9 million in 2003/04,
9.18 Our emphasis on delivering sustainable travel through marketing and promotion of car-share scheme, route planner website, walking and cycling initiatives and travel plan adoptions both by major employers and schools has started a process of behavioural change in the choice of travel, and,
9.19 We have seen a steady increase in the number of cyclist travelling into the CMK, as the figures of cyclists parked on weekday at 10.00am indicates.
94 LTP Progress Report 2008 BARRIERS TO DELIVERY AND CONSTRAINTS:
• Current travel patterns in Milton Keynes are dominated by the use of the private car,
• The roads within Milton Keynes are, at present, outside the peak hours, relatively free of congestion, and 73% of journey to work trips are by private car compared to 63% nationally (2001 Census – Journey to Work),
• Consequently the number of public transport journey to work trips is well below the national average at 9% compared to 15% nationally (2001 Census – Journey to Work). In terms of local trips, the public transport network only appeals to those with limited access to private transport and the network is less extensive outside daytime hours and weekends,
• In terms of all trip types, public transport accounts for only 3% of total movements, and,
• While there is a comprehensive network of walking and cycling routes, these modes account for only 9% (6% and 3% respectively) of all trips compared to the national average of 13% (2001 Census – Journey to Work).
9.20 There are a number of constraints to the promotion of more sustainable travel including: 1) Structural Issues – the current grid road structure strongly influences existing movement patterns and discourages walking and cycling between grid squares, including to and from local facilities such as shops and schools. In particular the grid road structure and the grid square densities; • Tend to reduce the number of short distance trips usually made on foot, by cycle or on public transport,
• Make access by public transport difficult,
• Reduce the speed and accessibility of current public transport services, and,
• Offers the opportunity to make trips by faster, more direct routes that are relatively free of congestion, which also serves to reduce travel by other modes.
2) Parking – there is a plentiful supply of parking within CMK. Parking charges have not increased since 2005 and are inexpensive compared to other urban areas. As such, there is little incentive for drivers to switch to more sustainable modes;
3) Walking and Cycling – the Redway network provides a comprehensive network but with indirect routes. There are also concerns about safety due to the existing landscaping and segregation from other road users although peoples concerns are disproportionate to the level of crime;
4) Public Transport – The city centre is served by eight cross-city 20/30 minute headway services plus the Quality Bus Partnership operating on Service 5 with 10 minute headways. In addition to the difficulty that public transport has in
95 LTP Progress Report 2008 accessing grid squares however, the provision of bus information and interchange facilities is limited with a number of bus routes indirect, most noticeably those serving the Milton Keynes General Hospital and local district centres. Outside working hours, using public transport services becomes more difficult with less frequent services. In addition, safety is a concern when travelling outside working hours. LOOKING FORWARD
9.21 Two thirds of trips and over half of car journeys in the UK are less than five miles long, measures to change travel behaviour and reduce the need to travel in urban areas could bring significant benefits. This means that while the Government needs to set the framework on pricing and technology, there is a clear local role in encouraging modal-shift and reducing people’s need to travel. Achieving this will require sustained local action, which the Government can support financially and via land-use planning.
9.22 Initial results from the current Sustainable Travel Demonstration Town and Cycling Demonstration Town projects in other parts of the country show the effect that well- designed programmes of this kind can have on reducing carbon dioxide (CO2) and air pollutant emissions and improving the quality of life.
9.23 We will learn from the ‘Sustainable Travel Town’ demonstrator projects (in Darlington, Peterborough and Worcester) and from initiatives such as Bikeability, and station travel plans.
9.24 The council will have to consider the impact of the Government’s document, ‘Towards a Sustainable Transport System’ (TaSTS) on the further development and implementation of LTP2. One of the three aims of TaSTS, published in October 2007, is to respond to recommendations made in the Eddington Study to improve transport’s contribution to economic growth and productivity, and how it is ensuring that transport will play its part in delivering the overall level of reductions of carbon recommended in the Stern Review of the Economics of Climate Change.
9.25 The Eddington Study makes it clear that, whilst investment in new infrastructure will sometimes be the only answer to a transport problem, there are other options that should be explored – including pricing, regulation and traffic management, encouragement of smarter travel choices, travel planning and development of new technologies.
9.26 The challenge is to find the best package of measures to allow people to reduce the carbon footprint of their travel and the best ways of getting information to them on how they can change their travel behaviour.
96 LTP Progress Report 2008 10. USE OF RESOURCES
10.1 All schemes in the council’s various capital programmes, including transport, are subject to a common funding strategy and project prioritisation process. This is to ensure consistency across directorates.
10.2 Historically, the total value of bids invariably exceeds the funding available. A process, therefore, was required to allocate funds corporately. The prioritisation process was introduced to manage this situation and to ensure that the approved programme delivered corporate priorities and met corporate targets.
10.3 Officers prioritise schemes (though members make the final decision) using a methodology that evaluates and scores schemes against the following key elements: • Statutory duties or other legal requirements; • The Council’s Priorities (which includes improving public transport); • Manifesto Commitments; • Partnership working, best value improvements, delivery of service objectives, equalities issues and other corporate objectives; • Environmental impacts; • Extent of ring-fenced or specific funding; and, • Impact on the revenue budget.
10.4 In December 2005, the DfT published the settlement for 2006-07, the first year of LTP2, and subsequently in November 2007 published confirmed allocations for the remainder of the LTP2 period i.e. for the integrated transport and maintenance blocks to cover the last four years of LTP2, 2007-08 to 2010-11. We have developed an implementation plan based on these allocations.
Table 10.1 – LTP2 Capital Settlement
Type of LTP2 Settlement - Source of funding - All Figures in £’000s Block funding 2006-07 2007-08 2008-09 2009-10 2010-11 TOTAL Confirmed Confirmed Confirmed Integrated SCE ( R ) £1,577 £1,506 £1,534 £1,750 £1,969 £8,336 Transport Direct Grant £0 £502 £756 £862 £970 £3,090 SCE ( R ) £2,175 £1,631 £2,554 £2,810 £3,231 £12,401 Maintenance Direct Grant £0 £838 £0 £0 £0 £838 Total £3,752 £4,477 £4,844 £5,422 £6,170 £24,665
10.5 The implementation plan allows us to make significant contributions in support of our targets, objectives and long-term vision for Milton Keynes, and significantly enhance our transport delivery programme. As well as capital funding secured through our own corporate resources, there are a number of other sources of funding to assist in the delivery of our targets and objectives
97 LTP Progress Report 2008 10.6 The other sources of funding for transport include:
• Τown and parish councils; • Thames Valley Safer Roads Partnership (TVSRP); • English Partnerships/Milton Keynes Partnership; • Other Government grants, for example Planning Delivery Grant (CLG); • CLG/DfT funding through GAF/CIF bids and growth area development grant; • Other government agencies, for example the Highways Agency; • Developer contributions including the MK Tariff and planning obligations; and, • Public transport operators. 10.7 A major source of funding for transport infrastructure is through the Milton Keynes Tariff. The tariff seeks to maximise infrastructure provision (not just for transport), whilst minimising Section 106 negotiations and securing developers’ and landowners’ contributions. The model proposes a cash contribution from the developers/landowners of £18,500 per dwelling on 15,000 homes to be built by 2016. A further £33.46 million will be contributed from employment development to support the requisite infrastructure.
10.8 These figures are additional to further developers’ contributions of substantial free land and works in kind and affordable housing quotas. The total contribution is approximately 75 percent of the total cost of infrastructure (not just transport) directly related to the development. The tariff will underpin the sustainable growth of Milton Keynes.
PERFORMANCE MANAGEMENT
10.9 In partnership with MKP, the Joint Transport Delivery Team (JTDT) was set up to ensure that transport related policies and strategies are aligned to the delivery of the plan and achievements of targets. This comprises of a small core team of officers, chaired by the council’s Head of Transportation supported by senior officers from the council and MKP, plus representatives from government departments and its agencies such as the Highways Agency.
10.10 The JTDT fulfils the following five functions: • To co-ordinate the transport strategy for MK, thereby facilitating sustainable growth, and to provide the basis for resolving transport and highways issues; • To develop an implementation strategy using all the available funding sources; • To make recommendations to the council’s Cabinet and to the MKP Committee, and inform and advise related partnerships in particular the Transport Partnership; • To ensure major projects are efficiently and effectively co-ordinated, planned, procured and delivered achieving ‘Value for Money’; and, • To monitor on-going project planning and implementation as well as disseminating "lessons to be learnt".
98 LTP Progress Report 2008 10.11 Thus the JTDT provides better organisation, jointly agreed processes and the management of risk during a period of significant change to deliver the required outputs. The implementation programme is based upon a comprehensive assessment of the strategic transport requirements to deliver sustainable growth within the resources available. It is worth reiterating that the JTDT will continue to seek out any opportunities to enhance delivery.
10.12 The JTDT is reviewing modern procurement trends and best practice in order to provide value for money when delivering large transport investment programmes. Discussions have been held with a government efficiency programme co-ordinator, 4P’s and the Highway Agency to ensure regional and cross cutting approaches are reviewed. VALUE FOR MONEY
10.13 Ultimately, value for money needs to be right at the centre of the whole transport planning process. Value for money is about making sure that resources are allocated appropriately in order to achieve objectives. This can only be achieved if there is a clear link from objectives through to the design of and the implementation of the delivery programme. INTEGRATED TRANSPORT AND MAINTENANCE BLOCKS 10.14 Resources are allocated to schemes after going through agreed procedures adopted over time. For example, local safety schemes are based on historic casualty records, and compare the forecast savings in casualties (based on Highways Economic Note 1) with the cost of the scheme. The value for money is then expressed as the first year rate of return.
10.15 There will be a change in emphasis to focus delivery on LTP2 targets and objectives as well as corporate priorities. A draft traffic and transport scheme assessment methodology has been developed. The methodology has been presented to the Sustainable Transport and Road Safety Forum (STARS). When adopted, it will ensure that all schemes contribute to LTP2 targets and objectives, and secure value for money.
10.16 In order to achieve this, JTDT is in regular communication with the bodies that helped form the strategy itself. This ongoing communication is particularly important in a fast changing environment such as Milton Keynes where new challenges and opportunities arise constantly. The JTDT is responsible for ensuring that once resources have been appropriately allocated (that is in accordance with the implementation plan), they are used in the most efficient way possible. MAJOR SCHEMES 10.17 Table 10.2 illustrates the benefit to cost ratio (BCR) of a number of major schemes with delivery planned during the lifetime of LTP2. The BCR is the value most commonly used to measure the relative value of a scheme in terms of benefits as a ratio to cost. The benefits are largely measured as savings to journey times and journey costs. Commonly accepted interpretations of the BCR value suggest that a scheme with a value of 0 to 0.75 is a very poor return on investment. Schemes with a BCR of between 0.75 and 1 is a poor return, 1.0 to 3.0 is good and above 3.0 represents a very good return on investment.
99 LTP Progress Report 2008 Table 10.2 - Major Schemes - Benefit to Cost Ratios (BCR)
Scheme BCR AST Cost Rating CMK Public Transport Access Improvements (LTP1) 1.9 Yes £5.8 Good A421 Dualling from M1 Junction 13 to MK (LTP2) 1.9 Yes £33m Good Bletchley Scheme (LTP2) 3.8 Yes £9.4m V Good M1 Junction 14 Area Improvements (CIF) 3.0 Yes £10.9m V Good Fox Milne – part of MK Public Transport Infrastructure 7.8 Partial* £2.0m V Good Improvements (GAF) Pineham – part of MK Public Transport Infrastructure 4.1 Partial* £2.0m V Good Improvements (GAF) Milton Keynes Central Rail Station (CIF) 11.3 Yes £115m V Good
10.18 The appraisal results are summarised in an Appraisal Summary Table, or AST. ASTs were developed as part of the Government’s New Approach To Appraisal (NATA) and are required to accompany major schemes with a capital cost in excess of £5 million. The ASTs cover the impact of schemes in terms of five Government- set objectives, (Environment, Economy, Safety, Accessibility and Integration).
10.19 The ASTs for each individual scheme reports in detail on a comprehensive set of sub-objectives and provides a one-page summary of the overall impact of the scheme. The AST are included with the individual scheme appraisals.
10.20 As a growth area, Milton Keynes will require significant additional investment in its transport networks. Thus we have submitted bids for three major schemes as part of the LTP process, including LTP1 and LTP2. They address the need to improve public transport and reduce the impact of forecast congestion. The three GAF and CIF schemes have been accepted for funding.
10.21 We will only be taking forward major schemes that provide good value for money and, as can be seen from the table above, most have very good Benefit Cost Ratios. Even the lowest ranked schemes give good outcomes.
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10.22 Tables 10.3 to 10.5 outline the source of capital financing and expenditure on the integrated transport and maintenance blocks as well as for the major schemes in the financial years 2006/07 to 2007/08.
Table 10.3 – Source of Capital Funding Summary:
SOURCE OF CAPITAL FUNDING – 2006/07 2007/08 INTEGRATED TRANSPORT AND £ 000’s £ 000’s MAINTENANCE BLOCKS Supported Borrowing - SCE(R) LTP 2,677 3,201
LTP Grant - 1,340
Unsupported Borrowing 1,354 1,449
Council’s Revenue Contribution - 46
Council’s Parking Revenue 100 58
Planning Obligations 213 670
Town and Parish Councils 132 72
Other sources - 616
TOTAL 4,475 7,452 SOURCE OF CAPITAL FUNDING – 2006/07 2007/08 MAJOR SCHEMES £ 000’s £ 000’s Community Infrastructure Fund 1,480 29,326 Sustainable Communities Fund - 4,526 Supported Borrowing - SCE(R) LTP - 135 Council’s Capital Receipts - 1 MK Tariff 3 1,862 TOTAL 1,483 35,850 Total Capital Funding 5,958 43,302
Table 10.4 - Major Schemes Expenditure for 2006/07 and 2007/08
2006/07 2007/08 Major Schemes £’000 £’000 M1 Junction 14 Area Improvements 1,480 10,205
SCF Public Transport Hospital Scheme - 40
Portway / North Grafton Junctions 3 1,997
Milton Keynes Central Rail Station - 23,608
TOTAL 1,483 35,850
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Table 10.5 – Expenditure: Actual Against Planned
Expenditure - Actual against Planned - 2006/07 2006/07 2006/07 2007/08 Planned Actual Planned Actual - Integrated and Maintenance Blocks £ ‘000 £ ‘000 £ ‘000 £ ‘000
INTEGRATED TRANSPORT BLOCK Improved cycle facilities 195 136 195 17 Pedestrian facilities and crossings 40 260 40 1,130 Redway Improvements including cycle routes 175 185 175 172 TOTAL – WALKING AND CYCLING 410 580 410 1,319 Quality bus initiative 235 168 500 420 Improved bus passenger access 62 4 100 64 Passenger Information 65 0 128 0 TOTAL – PASSENGER TRANSPORT 362 174 728 484 Safer routes and safer journey schemes 200 187 200 215 Local safety schemes 150 162 170 142 Traffic management outside schools 50 32 60 12 Urban traffic calming schemes 200 10 220 21 Rural traffic calming schemes 20 30 20 0 TOTAL - 620 421 670 390 ROAD SAFETY AND TRAFFIC CALMING Responsive Traffic Management 60 79 70 100 Congestion Relief 50 173 50 325 Speed limit reviews 30 14 30 46 Area Traffic Management review 30 39 35 120 Quality Freight Partnership 15 2 15 27 Theatre Multi Storey Car Park 0 0 0 298 TOTAL – TRAFFIC MANAGEMENT GENERAL 185 307 200 916
TOTAL – INTEGRATED TRANSPORT BLOCK 1,577 1,482 2,008 3,109
MAINTENANCE BLOCK Bridges Maintenance 1,000 727 1,000 1,829 Carriageway Maintenance 904 1,177 963 587 Footway Maintenance 271 1,089 255 1,927
TOTAL - MAINTENANCE BLOCK 2,175 2,993 2,218 4,343
TOTAL –INTEGRATED TRANSPORT AND 3,752 4,475 4,226 7,452 MAINTENANCE BLOCKS
102 LTP Progress Report 2008
Chart 10.1 - Integrated Transpor t and Maintenance Expenditure 2006/07- 2007/08
Walking and Cycling 16% Carriageway Maintenance 26%
Passenger Transport 6%
Road Safety and Traffic Calming 7%
Footway Maintenance Traffic Management 15% General 8%
Bridge Maintenance 22%
103 LTP Progress Report 2008
104 LTP Progress Report 2008 11. DELIVERING MAJOR SCHEMES
THE FIRST TWO YEARS OF LTP2 - 2006/07 TO 2007/08
11.1 During the past two years, we have made substantial progress in delivering major schemes with our key partner, MKP, to enable Milton Keynes’ transport networks to safely and efficiently handle the forecast increase in traffic due to growth. Some have been completed, some are nearing completion, and others will be completed over the next couple of years and beyond.
11.2 However, we have defined a major scheme in this section as having a cost of over £1 million as opposed to the DfT definition of over £5 million. This source of funding is in addition to LTP2 funding from the Integrated Transport and Maintenance Blocks. It also includes major schemes which have been delivered by MKP but which do not appear in the council’s transport capital programme.
M1 JUNCTION 14 AREA IMPROVEMENTS 11.3 This £20 million major scheme, led by the council, will accommodate traffic increases up to 2016 at M1 Junction 14 and at three supporting roundabouts and their approaches (to Northfield, Pineham and Fox Milne). The scheme is funded by a combination of Government funds (CIF and GAF) and EP forward funding from the MK Tariff. It also includes a new Park & Ride site with over 350 parking spaces. Work started on site in June 2007 and completion is now scheduled for late 2008.
11.4 Additionally, MKP will fund a new coach terminal with much improved facilities for both local and long distance bus users. The Milton Keynes Coach Station has temporarily relocated to Campbell Park. The new facility is expected to be operational in 2009.
M1 JUNCTION 13 LOCAL ROAD WORKS 11.5 Work to improve the flow of northbound traffic off the M1 at Junction 13 to provide three years interim capacity improvements, prior to an anticipated full junction redesign by the Highways Agency, was completed during 2007. The work, costing £1.7 million, is linked to the Magna Park development and was led by developers in lieu of Section 106 funding. The proposed new design for the M1 Junction 13 is due to be implemented after 2011.
PORTWAY / NORTH GRAFTON HIGHWAY IMPROVEMENTS 11.6 The scheme, to increase the capacity of this important A5 trunk road junction, a main route into CMK, has been led by MKP with support from the council. Roadworks were completed during 2007 and landscaping works completed during the 2008 spring planting season. The scheme, which cost £5.6 million, is forward funded by EP from the MK Tariff and from the council’s Section 106 funding from development in CMK.
ABBEY HILL JUNCTION IMPROVEMENTS 11.7 EP approved forward funding of £3.25 million from the MK Tariff to allow works to start in August 2007. The scheme included the widening of slip roads and the
105 LTP Progress Report 2008 approaches to the roundabout as well as the installation of traffic signals. The aim is to safely accommodate the forecast increases in traffic associated with growth. The works were completed in August 2008.
A421 FEN FARM HIGHWAY INFRASTRUCTURE 11.8 The developers for Magna Park delivered this major scheme ‘in kind’ in lieu of part of their Section 106 funding at a cost of £7 million. The scheme includes the provision of a new junction on the A421 to facilitate access into this major employment development and will increase the capacity of the road by upgrading the section between this new junction and the Kingston Roundabout to a dual carriageway. The scheme started in January 2007 and was substantially completed in February 2008.
H7 BRIDGE TO EASTERN EXPANSION AREA (EEA) 11.9 This £3 million scheme delivers a pedestrian, cycle and road link across Broughton Brook to the Eastern Expansion Area and was a requirement of the Broughton Manor Farm planning consent. The work is being led by MKP with EP providing forward funding from the MK Tariff. Work on site began in December 2007 and the project was completed by summer 2008.
CMK PUBLIC TRANSPORT ACCESS IMPROVEMENTS 11.10 ODPM approved an EP bid of £6.27 million in January 2004 for the ‘Central Milton Keynes Traffic Management and Bus Priority Scheme’. The scheme was completed in 2007 and included junction improvements, pedestrian and cycle improvements, and over 150 bus stop improvements along Quality Bus Initiative routes. Most of the bus stops are designed to accommodate Real Time Passenger Information (RTPI) displays.
11.11 This was the first of a package of measures, led by MKP with support from the council, to improve public transport in Central Milton Keynes. The bid for DfT funding of £7.428 million for the ‘Central Milton Keynes Public Transport Access Improvements’ scheme will build on the work implemented through the ODPM funding. The submission is with the DfT for consideration at the moment. The scheme includes: • Junction improvements and revisions to existing junction layouts to improve traffic flow, • Bus priority measures to improve the reliability of bus services through CMK, • RTPI to give up to the minute bus information. The system will also provide information on the internet and through mobile phone text messaging, and, • ‘Super Stops’ with improved accessibility, lighting and seating.
MILTON KEYNES CENTRAL RAIL STATION AND BLETCHLEY PROJECT 11.12 This £200 million major modernisation project will bring benefits to passengers in the form of additional and more reliable services. The project is being led by Network Rail with the council providing local project control, supported by MKP. The
106 LTP Progress Report 2008 funding includes £23.6 million from the Government (CIF), £5.5 million from the Tariff and £3.3 million from Section 106 funding. Improvements will include: • A third fast line and platform, which will enable consecutive trains to call at Milton Keynes Central station during peak times with a reduced effect on line capacity; • A new platform capable of handling future services to and from Bedford, and possibly in the future, trains from Oxford or Aylesbury; and, • Improved reversing facilities for slow line trains.
EAST-WEST RAIL LINK 11.13 The East–West Rail Link (EWRL) aims to provide new and upgraded railway infrastructure between Oxford and Cambridge to facilitate the operation of a network of new passenger and freight services between eastern and western England and between intermediate towns and cities on the route, without the need to travel via London. This would eventually provide a through orbital route linking East Anglia to the Thames Valley via Cambridge, Bedford, Milton Keynes and Oxford with a spur to Aylesbury.
11.14 The EWR Consortium includes local authorities and local delivery vehicles as well as the regional bodies along this entire corridor. The council provides secretariat facilities for the Consortium. The EWRL-W (western section) scheme concentrates on the route west of Bedford and involves the creation of a network of railway routes and train services linking Milton Keynes to Oxford, Aylesbury and Bedford by utilising a number of lightly used and disused railway corridors.
11.15 EWRL has been identified in the DfT Rail’s Thames Valley Regional Planning Assessment (RPA), it is a priority scheme in the draft South East Plan and the MKSM strategy, and is supported by all local authorities along the route.
11.16 Initial feasibility work was reported in early 2007. During 2007/08, MKP led a Project Board which has overseen further advanced work culminating in the publication of a report in February 2008. The report has been issued to a wide range of stakeholders and demonstrates that a very good operating and business case exists for a fast service between Oxford and Milton Keynes with an opportunity to enhance this service to include a link to Aylesbury and semi-fast trains between Bedford and Oxford. There is an additional opportunity to develop the route for use by freight and regional passenger services.
11.17 The next phase of development work will progress the project through to an outline design phase including procurement proposals, an engineering development of the preferred option, definition of the required project cost and programme, risk management plan and a stakeholder strategy plan. An application for GAF revenue funding has been approved by CLG for up to £2 million.
11.18 MKP, the EWR Consortium and Chiltern Railways have signed an agreement that will allow work on the EWRL to be progressed alongside the new Marylebone to Oxford route that Chiltern Railways proposes to open in 2012/13.
THE REMAINING YEARS OF LTP2 – 2008/09 TO 2010/11
GROWTH AREA FUND (GAF)
107 LTP Progress Report 2008 11.19 The council, supported by MKP, has been successful in bidding for GAF3 capital funding in 2008. It has resulted in an additional £3.8 million becoming available to fund key transport projects during 2008/9 and an indicative £2m for 2009/10 - 2010/11. Projects at the preliminary development stage include:
EAST-WEST BUS 11.20 During 2008 significant progress has been made in planning an East-West Bus route to link the expansion areas to CMK. This includes infrastructure improvements to provide bus priority as well as a bus operating subsidy. The aim is to encourage people to use the route as a quicker and cheaper alternative to driving into the centre. The Milton Keynes Tariff will fund the subsidy element (subject to project appraisal processes) to ensure that the service is available to the residents in the expansion areas. Tenders for the service from the Eastern Expansion Area to CMK will be assessed and awarded so that a service is in place by 2009 to serve the first residents in the area.
STATION SQUARE 11.21 Design concepts are currently being discussed for transport and urban design improvements to Station Square. It will provide improved interchange between walking, cycling, bus and taxi, to and from Milton Keynes Central Rail Station. The project has approved GAF3 funding of £4 million, allowing progress to a detailed design stage with a view to starting work on site by 2010.
WOLVERTON STATION 11.22 We are proposing to deliver a new station building which will include ticket office, passenger facilities and public realm improvements. GAF3 funding of £1.8 million is available with construction to start in 2009 as well as an additional £0.4 million from CIF funding.
COMMUNITY INFRASTRUCTURE FUND ROUND 2 (CIF2)
EXPRESSIONS OF INTEREST STAGE 11.23 The council, in partnership with MKP, developed expressions of interest in April 2008 for the following schemes as part of the CIF Round 2 bid process: • MK Multi Model Upgrade (update of the MK strategic transport model); • A4146/V11 Corridor (Monkston and Brinklow junction improvements); • MK Busway (linking the EEA city street to the Northfield Roundabout);, • A422 Corridor (junction improvements along the A422/H3); and, • Bletchley Public Transport Improvements (development of busway improvements with new bus station and improvements to key junctions).
11.24 The Milton Keynes South Midlands Strategic Transport Board (MKSM STB) co- ordinated a joint bid approach for the area and submitted the above as agreed priority projects for the sub-region.
108 LTP Progress Report 2008 BUSINESS CASE STAGE 11.25 In July 2008, following an assessment of the previous stage, the Government invited the council to go forward to the business case stage with two of the schemes. The Government will make a final decision on the schemes in March 2009. The two schemes are: • MK Busway (linking the EEA city street to the Northfield Roundabout), and, • A422 (junction improvements along the A422/H3).
MK BUSWAY 11.26 The aim of this £5.237 million scheme is to promote bus patronage in the Eastern Expansion Area by: • Providing a reliable and faster service from the EEA to and from CMK, • Encouraging other sustainable transport by providing walk and cycle links, • Maximising the potential of the new Park & Ride site at M1 Junction 14, and, • Offering a clear statement that public transport is supported and encouraged as the mode of choice for people travelling to CMK.
A422 CORRIDOR 11.27 The aim of this £11.8 million scheme (£9.3 million CIF2 and £2.5 million MK Tariff) is to provide additional capacity to accommodate traffic associated with forecast increases in housing and growth as well as supporting other more sustainable modes such as walking, cycling and public transport. The scheme will include the:
• Signalisation of five roundabouts (Redbridge, Great Linford, Blakelands, Marsh End and Tickford) to facilitate growth and improve journey time reliability for both private and public transport.
REGIONAL INFRASTRUCTURE FUND (RIF)
11.28 The primary purpose of RIF is to enable forward funding to facilitate the timely provision of regionally or sub-regionally significant infrastructure that supports the delivery of planned growth set out in the Regional Spatial Strategy or the Regional Economic Strategy and/or both. The RIF is not about supporting delivery of infrastructure where that can be secured through traditional funding mechanisms or through mainstream resources.
11.29 Subsequently, we have developed a A4146/V11 Corridor (Monkston and Brinklow junction improvements) scheme at £3.25 million. We have a feasibility design for the scheme and await its inclusion in SEERA ‘s RIF programme.
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110 LTP Progress Report 2008 12. RISK MANAGEMENT
12.1 The key risk affecting Milton Keynes is growth. There is a risk that growth may not occur at the same magnitude and/or over the same time period as planned, and this may affect the relevance of our transport strategy and targets. This is a particularly acute problem for the area due to the sheer size of planned growth, and the uncertainties are amply illustrated because recent housing completion rates would result in only around 75 percent of the housing planned for 2011 actually being completed.
12.2 Other generic risks affecting Milton Keynes include:
• The economy - a growing economy results in more demand for travel, and vice versa; and,
• Time lag - schemes and programmes take a long time to plan and deliver, during which time the needs of our area may have changed.
IMPORTANT FUTURE ISSUES FACING MILTON KEYNES
12.3 The predicted increase in travel demand associated with the planned growth of Milton Keynes is of the order of 31% to 2016 and 57% to 2031, compared with 2001 levels. While Milton Keynes was designed to support easy travel by car as the overwhelmingly predominant choice of transport, this position will become increasingly untenable (and unsustainable) as the city continues to grow beyond its planned population of more than 200,000.
12.4 Analysis from the Milton Keynes Multi-Modal Model indicates that if nothing is done to change travel behaviour and reduce car dependency, delays to peak period traffic in Milton Keynes could increase by at least 60% by 2016 and 160% by 2031.
12.5 Experience in managing the road network suggests that it is only practical to add about 25% extra traffic capacity at the key junctions that control the overall capacity of the network, without prohibitively high levels of investment and/or unacceptable erosion of environmental quality. Moreover, the effectiveness of the currently envisaged series of highway improvements (to 2016) will be quickly eroded unless there is greater emphasis on measures to reduce travel by car – especially during peak periods.
12.6 The obvious target of policies for managing congestion is to influence the way people travel to and from work, by providing more attractive and effective public transport, encouraging car sharing, encouraging use of other sustainable transport modes, providing ‘park and ride’ services, and reviewing the way parking spaces are managed (in terms of both the number of parking spaces and their price) in the city centre.
12.7 The role of the public transport system – which has hitherto catered for the transport needs of the sizable minority of the population who are without access to a car for all or part of each day – will also need to grow (by approximately 5% per year) to replace car journeys for specific journeys, and to accommodate growth. This will require a strong partnership with the local bus operator (or operators) who are willing to undertake the necessary investment.
111 LTP Progress Report 2008 12.8 The need for such an approach is set out in national, regional, sub-regional and local transport planning policy guidance and is further emphasised by emerging policy from the HA and the DfT, which emphasises a shift from a ‘predict and provide’ approach to one of ‘predict and manage’. This policy would require a significant change from the practice of continually providing additional infrastructure towards the introduction of measures to manage traffic demand.
12.9 Particular emphasis needs to be placed on the development of parking management strategies in CMK, the planning of effective bus services – particularly to new development areas – and the strengthening of resources to support site- specific ‘travel plan’ initiatives. Research suggests that such initiatives would only be effective to the degree required if they are supported by sustained levels of effort and resource over an extended period.
12.10 The achievement of the above aimed at reducing future levels of traffic congestion by reducing car dependency and increasing use of more sustainable modes, is also in line with the need to reduce the impacts of transport on climate change (as in the Stern Review) and to introduce carbon management policies to minimise the use of fossil fuel resources.
12.11 While the impacts of growth on the Milton Keynes transport network can be managed, the external impacts on the surrounding networks beyond the city are more difficult to deal with. This highlights the need to engage with neighbouring transport authorities to develop sub-regional strategies that can mitigate these impacts.
ADVANTAGES AND OPPORTUNITIES
12.12 However, Milton Keynes also has some particular advantages in delivering a more sustainable transport solution:
• The availability of road space throughout the network makes it easier to accommodate physical bus priority measures than in some other locations;
• The Redways cycle network is extensive and segregated and, provides an excellent opportunity for increasing the amount of cycling;
• The growth of the city will enable sustainable infrastructure and services to be in place as new developments come on stream and should be combined with initiatives to encourage take up of the new services such as residential travel planning; and,
• The tariff that is paid on a per household basis to Milton Keynes Partnership for every new dwelling provides a significant investment opportunity to provide a high quality sustainable travel solution.
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Table 12.1 - Thematic Overall Risk Rating
Risk Measures in place No Manager Owner Inherent Risk Residual risk Further action description to manage LTP2 Area of Impact Likelihood Exposure Impact Likelihood Exposure Delivery
Improving Monthly bus summit Set up Bus Punctuality 1 Ian Dyer Steve Hunt High Low Med Med Low Low Accessibility with bus operator. Parnership.
Local Safety Monitor collision cluster Improving Kevan Trevor 2 High Med High Schemes & Traffic Med Med Med areas and the impact of Safety Paradine Dove Calming Schemes. awareness campaigns. Richard Trevor Introduce congestion Reducing Duffill / Dove / Joint Transport 3 High Low Med Med Low Low target. Develop Network Congestion Brian Brian Delivery Team Management Duty. Matthews Matthews Improving Air Dave Dave Continuous Develop Action Plan for 4 Med Low Low Low Low Low Quality Parrish Parrish monitoring in place Olney AQMA
Improving Ian Chris HAMP action plan in 5 Med Low Low Low Low Low Progress HAMP & TAMP. Maintenance McGregor Hughes place.
Highways Improving the David Adopt Highways Planning 6 Steve Hunt Med Low Low development control Low Low Low Quality of Life Lawson Guide procedures.
Encouraging Joint Transport and David Adopt Highways Action 7 Sustainable Steve Hunt High Med High Housing Delivery High Med High Lawson Plan for Olney AQMA Growth Teams Implement "best practice" Ian Dyer / East West bus. Encouraging demonstration schemes 8 Graham Steve Hunt High Med High Travel plan High Low Med Modal Shift learnings from other Simpkins monitoring in place. authorities Regular budget Use of Project Group Further develop 9 High Low Med monitoring meeting Med Low Low Resources Owners Managers programme management. held.
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RISK MANAGEMENT – BACKGROUND NOTE
12.13 This note should help the reader understand the risk management process developed by DfT and used in Table 12.1.
12.14 Risk management is the process of assessing risks and taking steps to either eliminate or reduce risk by introducing control measures. The risk register is a live document and needs to be regularly monitored with actions taken accordingly. The register should be updated if circumstances change or new risks emerge.
12.15 There are two types of risk identified in the DfT risk register:
• Inherent risk (linked to the activity itself – i.e. a LTP area of delivery), and,
• Residual risk (remaining after measures have been put in place to reduce inherent risk). FIGURE 12.1
12.16 Figure 12.1 illustrates how the matrix works, for example with high impact and high likelihood, the threat level is critical. However, with high impact but low likelihood, the threat level is low.
12.17 The risk register is managed in a similar manner, where we have identified the threat levels in the delivery of our objectives, and have assessed the risks, and set measures in place to manage the threat level.
• Impact - what will happen if we don’t deliver (e.g. reputation at stake, reduction in funding, public outcry)
• Likelihood – what are the chances of us not delivering or part delivering
• Exposure – limit risk to acceptable levels
12.18 Risk assessment is carried out for each of the deliverable objectives in the LTP, and minimise our exposure where possible. There are on going measures, and further actions in place, to reduce risk at acceptable levels. The risk management exercise is a powerful tool that management reviews regularly to manage our overall performance in each of the LTP objectives.
114 LTP Progress Report 2008 13. PROGRESS TOWARDS TARGETS
13.1 In the last two years, we have made significant progress in delivering an implementation plan that will enable us to meet our LTP2 targets for the key national and local indicators by the end of 2010/11. We will keep monitoring all our key national and local indicators throughout the life of LTP2. We recognise the importance of monitoring both targets and the impact of schemes to help manage and improve delivery as well as ensuring ‘value for money’.
13.2 Table 13.1 below summarises the number of national targets set in March 2006 that are ‘on track’, ‘not on track’ and where there is ‘no clear evidence’. Although targets were set for accessibility in 2006, they were not set for the first two years of LTP2 so, therefore, we have not reported on it.
TABLE 13.1 - SUMMARY OF PROGRESS TOWARDS NATIONAL TARGETS SET IN 2006 Number Percentage On track 9 69% Not on track 3 23% No clear evidence 1 8% Total number of indicators 13 100%
13.3 We have revised the target for mode share of journeys to school to reflect the revised methodology set by the Department for Children, Schools and Families (DCFS). We have also stretched the target for the number of local bus journeys originating in Milton Keynes to reflect greater than anticipated bus increases as well as the status of this target as one of the council’s Local Area Agreement (LAA) targets.
13.4 We have subsequently, set targets in two areas, the road condition of principal roads and the road condition of non-principal roads. We had not set targets for these areas in 2006 because there was not sufficient robust data. We have, therefore, set baselines and targets using SCANNER data based on 100% coverage of surveyed roads.
13.5 Although we have yet to set a target for congestion, we have tested the suitability of the DfT journey time data for use in Milton Keynes. Our view is that it is ‘fit for purpose’; therefore, we will set a target for congestion in 2009.
13.6 Table 13.2 lists all the targets over the life of LTP2, both national and local including base lines and actual returns for the first two years of LTP2.
115 LTP Progress Report 2008 Baseline 2006/07 2007/08 2008/09 2009/10 2010/11 Table 13.2 – LTP2 Target Monitoring Indicator Indicator Definition Target Number Name Year Actual Trajectory Actual Trajectory Actual Trajectory Actual Trajectory Actual Trajectory Actual
BVPI 99x Road casualties Number killed or seriously injured on all roads 113 1994-98 ave 188 143 122 (2005) 136 137 (2006) 128 121 113
Number of children killed or seriously injured BVPI 99y Road casualties 13 1994-98 ave 25 18 19 (2005) 17 14 (2006) 15 14 13 on all roads
BVPI 99z Road casualties Number of slight casualties on all roads 965 1994-98 ave 1,072 1,008 1,205 (2005) 997 1,171 (2006) 986 976 965
Number of people carried on local bus BVPI 102 Bus patronage 11.0m 2003/04 6.9m 6.9m 8.3m 7.2m 9.3m 9.5m 10.25m 11.0m services (financial year) Satisfaction with local bus Percentage of all respondents satisfied with BVPI 104a 70% 2003/04 38% 43% 42% 48% 42% 53% 58% 70% services local bus services Condition of footways (Detailed Visual BVPI 187 Footway condition 7.2% 2003/04 22.7% 9.0% 22.0% 8.5% 8.0% 8.0% 7.5% 7.2% Inspection (DVI) data)
BVPI 223 Road condition Condition of principal roads (SCANNER data) 7.00% 2007/08 2.00% Not set 3.00% Not set 2.00% 5.00% 6.00% 7.00%
Condition of non-principal roads (SCANNER BVPI 224a Road condition 8.00% 2007/08 10.00% Not set 13.00% Not set 10.00% 8.00% 8.00% 8.00% data)
Condition of unclassified roads (Course Visual BVPI 224b Road condition 10.50% 2003/04 15.98% 10.50% 14.00% 10.50% 9.00% 10.50% 10.50% 10.50% Inspection (CVI) data)
Percentage of households that can access a Not Not LTP1 Accessibility 85% 2004/05 65% Not set Not set 75% 80% 85% hospital within 30 minutes by public transport Applicable Applicable
Area-wide vehicle kilometres measured as 1,609 mvkm 1656 mvkm LTP2 Area-wide traffic flows million vehicle kilometres (mvkm) from 1,825 mvkm 2003 1,590 mvkm 1,665 mvkm 1,720 mvkm 1,770 mvkm 1,800 mvkm 1,825 mvkm (2006) (2007) National Traffic Census
Number of cycles parked in CMK at 10.00 am LTP3 Cycling trips 600 2003/04 269 300 361 350 370 420 510 600 on a weekday
Mode share of journeys to Percentage share of journeys to school by car LTP4 29% 2006/07 29% N/A 29% 29% 29% 29% 29% 29% school (including vans & taxis but not car share) LTP5 a) Bus punctuality, within up to 1 minute early and 5 minutes Overall punctuality on local bus services 90% 2002/03 84% 84% 70% 85% 71% 86% 88% 90% late b) Bus punctuality, within up to 1 minute early and 5 minutes Overall punctuality on quality bus services 95% 2003/04 77% 85% 64% 86% 71% 88% 92% 95% late
Changes in peak period traffic Number of inbound peak period vehicles 24,500 22,300 25,300 LTP6 26,900 2003 23,500 22,900 26,000 (2008) 26,500 (2009) 26,900 (2010) flows crossing the CMK cordon (0700-1000) (2006) (2006) (2007)
Not LTP7 Congestion Average vehicle delay To be set To be set Not set Not set To be set To be set To be set 3 Applicable 3 3 3 3 3 3 3 3 2) at continuous monitoring sites as < 40 µg/m 2004/05 < 40 µg/m < 40 µg/m < 40 µg/m < 40 µg/m < 40 µg/m < 40 µg/m < 40 µg/m < 40 µg/m LTP8 Air quality measured in national air quality strategy - Mean annual concentration of nitrogen dioxide
(NOMean annual particulate matter (PM 10) at continuous monitoring sites as measured in < 40 µg/m 3 2004/05 < 40 µg/m 3 < 40 µg/m 3 < 40 µg/m 3 < 40 µg/m 3 < 40 µg/m 3 < 40 µg/m 3 < 40 µg/m 3 < 40 µg/m 3 national air quality strategy
MKC1 Community Transport Number of passengers carried 87,350 2004/05 58,235 61,150 60,462 67,550 82,942 73,950 80,350 87,350
Number of people killed or seriously injured MKC2 Road casualties 85 1994-98 ave 169 118 103 (2005) 110 113 (2006) 101 93 85 (council roads only) Bus patronage on contracted Number of people carried on contracted local MKC3 1,069,000 2004/05 869,000 904,000 1,315,000 939,000 1,193,000 982,000 1,025,000 1,069,000 services bus services Blue figures represent new or revisions to LTP2 targets.
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TARGETS NOT ON TRACK
SLIGHT CASUALTIES (BVPI 99Z) 13.7 The Government’s 10-year road casualty reduction targets have been set against a baseline average for 1994-98. This established the baseline number of killed or seriously injured (KSI) casualties, child KSI casualties, and all slight casualties.
13.8 Since determining the baseline average, the police procedure for recording casualty severity has changed and, to a degree, this may have an influence on the numbers of KSI and all slight casualties in the Thames Valley region when compared against the baseline average.
13.9 In 2002, in an attempt to introduce consistency nationally in the interpretation and reporting of the 1994-98 baseline average figure, DfT established a national ratio of 14:9 KSI / slight split. This new ratio weighted the number of baseline serious casualties and reduced the number of slight casualties in Milton Keynes. The casualty reduction targets, however, are based on a historic baseline average, which does not take into account the continuing development within or the growing population of Milton Keynes.
13.10 We direct resources towards achieving casualty reduction. Road safety initiatives and engineering measures are targeted at road user groups and locations where the greatest degree of casualty reduction will be achieved. Although, the number of casualties that could occur each year cannot be predicted, good progress towards achieving our targets is being made.
13.11 We are not, unfortunately, on target to achieve the absolute reduction in slight casualties (BVPI 99z). However, the picture is different when we take into account the increased rate of growth in traffic (see Tables 13.3 to 13.5). The number of slight casualties has increased over the last two years in absolute numbers but the rate of growth expressed as a rate per 100 million vehicle kilometres has decreased (Table 13.3).
13.12 Tables 13.4 and 13.5 split the components of Table 13.3 into data for council maintained roads and HA maintained roads respectively. Although the rate of slight casualties is much smaller on HA maintained roads, the first two years of LTP2 has seen a doubling of that rate while there has been a steady reduction in the rate of growth on council maintained roads.
13.13 However, during the last three remaining years of LTP2, we will strive to both reduce the absolute numbers of slight casualties as well as further reduce the rate of growth of the slight casualties.
117 LTP Progress Report 2008 Table 13.3 - BVPI 99z - Slight Casualties on all Roads (includes A5 and M1) Year of LTP2 All All % LTP2 % LTP2 Traffic - Slight Collision Reporting Slights Slights Target Actual Million Casualty Year LTP2 Actual Reduction Change Vehicle Rate Per Target from from Kilometres 100 Million 1994-98 1994-98 Vehicle Base Base Kilometres 1994-98 - - 1,072 - - 2,109 51 Base 2005 2006-07 1,008 1,205 -6% 12% 2,418 50
2006 2007-08 997 1,173 -7% 9% 2,426 48
2007 2008-09 986 - -8% - - -
2008 2009-10 976 - -9% - - -
2009 2010-11 965 - -10% - - -
Table 13.4 - Slight Casualties on MKC Maintained Roads (excludes A5 and M1) Year of LTP2 All All % LTP2 % LTP2 Traffic - Slight Collision Reporting Slights Slights Target Actual Million Casualty Year Target Actual Reduction Change Vehicle Rate Per from from Kilometres 100 Million 1994-98 1994-98 Vehicle Base Base Kilometres 1994-98 - - 1,001 - - 1,402 71 Base 2005 2006-07 941 1,042 -6% 4% 1,593 65
2006 2007-08 931 1,012 -7% 1% 1,609 63
2007 2008-09 921 - -8% - - -
2008 2009-10 911 - -9% - - -
2009 2010-11 901 - -10% - - -
Table 13.5 - Slight Casualties on HA Maintained Roads (includes A5 and M1 only) Year of LTP2 All All % LTP2 % LTP2 Traffic - Slight Collision Reporting Slights Slights Target Actual Million Casualty Year Target Actual Reduction Change Vehicle Rate Per from from Kilometres 100 Million 1994-98 1994-98 Vehicle Base Base Kilometres 1994-98 - - 71 - - 707 10 Base 2005 2006-07 67 163 -6% 130% 825 20
2006 2007-08 66 161 -7% 127% 817 20
2007 2008-09 65 - -8% - - -
2008 2009-10 65 - -8% - - -
2009 2010-11 64 - -10% - - -
118 LTP Progress Report 2008
BUS PUNCTUALITY (LTP5) 13.14 It is disappointing to the council and the main local bus operator that reliability is ‘not on track’. In setting this target, it was assumed that Real Time Passenger Information (RTPI) would have been delivered by now and would have helped improve unreliability. However, RTPI will be introduced later than originally planned.
13.15 The reliability information that the council collects is being shared with the main local bus operator. From this a pattern of unreliability has been identified, which the bus operator is using to improve unreliability. In addition, the council is working with the bus operator to establish a ‘Bus Punctuality Improvement Plan’ (BPIP) which was identified in the Voluntary Quality Bus Partnership Agreement.
SATISFACTION WITH LOCAL BUS SERVICES (BVPI 104A) 13.16 It is also difficult to understand why satisfaction levels are not meeting targets especially in view of the substantial increase in bus passengers which is well above target. As mentioned earlier, it had been assumed that RTPI would have been introduced by 2006/07 as this is anticipated to increase people’s confidence and, therefore, their satisfaction with bus services.
13.17 However delays in funding has meant that RTPI is not now expected to go live until sometime during 2009 which hopefully will have a positive impact on satisfaction. However, even without RTPI it had been expected that initiatives by the council and main bus operator, for example new buses and significant investment in bus shelters, would have caused satisfaction to rise.
13.18 In order to establish why it is that satisfaction remains below target, discussions are underway with the main bus operator to see whether bus passenger satisfaction surveys can be undertaken to better understand the lower than expected satisfaction with local bus services.
13.19 It is also proposed to set up a Bus Users Panel during 2009 that hopefully will identify the issues that are leading to poor satisfaction levels. The council and bus operator are also reviewing the Voluntary Quality Bus Partnership agreement that is in place to identify where further improvements could be made.
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120 LTP Progress Report 2008 14. CONSULTATION
14.1 There have been many consultations over the first two years of LTP2, however, in this section we will report on four key consultations which will influence the direction of transport over the remaining period of LTP2 and beyond. The key consultations to be covered are: • The Report of The Milton Keynes Citizens’ Advisory Group on Transport (October 2008), • Milton Keynes Transport Strategy Review (September 2008), • Milton Keynes Bus Strategy Consultation (September 2008), and, • Central Milton Keynes Parking Strategy Consultation (August 2008).
THE MK CITIZENS’ ADVISORY GROUP ON TRANSPORT (CAGOT)
14.2 The process to set up CAGoT was started by the council in November 2007 with an independent group operational from March 2008. The impetus to set up the group grew from the increasing local interest and growing public debate about transport issues and how locally we respond to the transport challengers and opportunities offered by growth.
14.3 The group was made up of a sample of local residents selected as a ‘fully representative cross section of the population of Milton Keynes Borough’. Initially 42 members of the public were selected, of which 31 attended the first meeting. The group then consolidated to 22 citizens for the remainder of the process. The group’s explicit task was to ‘advise Milton Keynes Council on a range of strategic and policy issues’, relating to transport.
14.4 The group was advised by Garrett Emmerson, (a member of the Government’s Commission for Integrated Transport, and chair of the Milton Keynes and South Midlands Strategic Transport Board), and Wayne Perdue, (former Head of Transport Planning at Milton Keynes Development Corporation and retired chairman of Stirling Maynard Transportation). The role of the advisors was to understand existing documentation, comment on its applicability and advise the group on possible and practicable transport options for Milton Keynes.
14.5 Following extensive consultation and research over an eight month period, representing over 2,000 formal and informal hours of facilitated consultation and deliberation, by members of the group, CAGoT’s comments, conclusions and recommendations were made available to the public on 30 October 2008. The report was considered by the council’s Cabinet on 25 November 2008.
14.6 The CAGoT process, instigated by council, has provided an innovative and proactive mechanism to take account of citizen’s views and opinions.
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“The growth of the city brings with it both exciting opportunities and challenges for transport. The debate has been dominated by interest groups. The Citizens Advisory Group will hear expert evidence but will draw its conclusions from its own point of view – that of ordinary residents of Milton Keynes. Who better to advice on our transport strategies for the future than those who live, work and play here.”
Geoff Snelson, Corporate Director Strategy, Governance and Performance, Milton Keynes Council.
KEY FINDINGS OF THE CAGoT 14.7 The following is taken directly from the Executive Summary of the Report.
THE GRID ROAD SYSTEM 14.8 ‘Milton Keynes is unique and its grid road system is integral to its identity and is a source of great pride to those who live in Milton Keynes. This includes both the visual environment and the feeling of open space; the smooth flow of the journey without the stop/starts that plague journeys elsewhere; and the lack of conflict between vehicles, and cyclists/pedestrians. CAGoT recommends that this system should be maintained and extended into the expansion areas.’
PUBLIC TRANSPORT 14.9 ‘At a strategy level, equal priority should be given to private and public transport. Clearly this will involve considerable investment and expansion in both the quantity and quality of our public transport system. CAGoT recommends that the Transport Strategy should create a public transport system (including, but not restricted to a massive increase in bus capacity) that is inclusive to all; is reliable and efficient; and is available to the whole borough. The improvement of public transport is for the benefit of all. CAGoT also recommends that the improvement should be funded by all, and it is for this reason that (although outside the brief) the group has suggested a financial means to do this.’
INTERSECTIONS 14.10 ‘Intersections using roundabouts generally work well and are integral to the essence of Milton Keynes. However, when they reach capacity, they restrict traffic flow and so solutions need to be found when this occurs. Planners should not restrict themselves to standard, off the shelf solutions from other towns and cities (e.g. traffic lights on small roundabouts). CAGoT recommends that more innovative and radical solutions should always be considered during network redesign (e.g. flyovers, underpasses, etc).’
REDWAYS 14.11 ‘The Redway system is an excellent idea, and again is fundamental to the uniqueness of MK. It is thought to be underused because of the perception of crime; however the crime statistics do not back this up. CAGoT recommends that the Redways are given better maintenance and signage, and that a publicity campaign
122 LTP Progress Report 2008 is designed to promote the Redways. The group also recommends that schools are involved in this.’
ROAD SAFETY 14.12 ‘CAGoT is pleased to note that MKC is in the top three 'road safe' councils in England. To enhance this level of safety we recommend that the Council consider more widespread closure of crossovers on dual carriageway grid roads at least to general traffic. However, whether buses and emergency vehicles should retain the right to cross will need further investigation. We recommend that speed limits should be reduced across the grid road networks to 60 mph, and around schools and within residential grid squares to 20 mph. A number of sources consulted by CAGoT agreed that the one thing needed for safer roads is to keep pedestrians/cyclists away from traffic. The grid road and Redway systems achieve this, which is another reason for endorsing them.’
PARKING 14.13 ‘CAGoT recommends that parking provision should stay under the control of the council. Parking charges should be reviewed against other local towns, and brought closer to theirs while still retaining Milton Keynes' advantage of lower charges. All revenue received from parking charges should be ring-fenced, and used to invest in public transport in all its forms and NOT be absorbed into the general council pot. ‘
14.14 The council recognise that it will be beneficial to discuss with CAGoT how we intend to progress their recommendations. By maintaining dialogue with the group, it will help the council to benefit from the knowledge and valuable insight the group has built up during its work.
MK TRANSPORT STRATEGY REVIEW CONSULTATION
14.15 A brief for a Transport Strategy Review was endorsed by both MKP and the council in late2006. It was also agreed at the same time that the work would be undertaken by a consultant managed by MKP. The Milton Keynes Partnership Committee endorsed the subsequent document in March 2007. It has been the subject of review by the council’s Strategy Review Panel established under the auspices of the Environment Policy Development Committee at various meetings over the last twelve months or so.
14.16 Public consultation on the Transport Strategy Review ended on 5th November 2008. The strategy was presented to the Cabinet in November 2008 for consideration and if adopted will form the policy basis for future decisions on transport matters for growth.
14.17 One of the questions the strategy review will have to answer is how can we keep Milton Keynes moving in the future? This has to be set in the context that the population of Milton Keynes in 2001 was approximately 207,000, but we expect this to grow to around 340,000 by 2031.
14.18 This will result in an 80% increase in households and a projected increase in new jobs of 60%. Commercial and retail floor space in CMK is set to expand by about 90% to cater for this growth. Such large-scale development will inevitably have a
123 LTP Progress Report 2008 significant impact on the Milton Keynes transport network. We need a transport plan that is able to respond to this major challenge. KEY FACTS 14.19 These are some of the most important issues facing Milton Keynes over the coming years and we will be giving them the highest priority to develop and implement a sustainable transport plan:
• Milton Keynes was designed to support travel by car, and continues to be a ‘car dominated city’, but we will be unable to sustain this position as the city grows. If nothing is done to change travel behaviour and reduce car dependency, delays to peak period traffic will increase dramatically.
• We know that we can only add limited additional capacity at key junctions and this will not be enough to cater for future needs if car use continues at the current rate. In addition, we know that the effectiveness of the highway improvements being built and planned will be quickly eroded unless there is greater emphasis on measures to reduce travel by car – especially during rush hours.
• We will manage congestion by influencing people’s choice of travel. We will work to provide more attractive and effective public transport alternatives, we will encourage more car sharing, we will encourage greater use of other sustainable transport modes, we will provide ‘park and ride’ services, and a changed approach to the management of parking spaces (in terms of both supply and price), especially in the city centre.
• We will develop parking management plans in CMK. In addition we will work to deliver effective bus services – particularly to new development areas – and to strengthen the support for site-specific ‘travel plan’ initiatives.
• We will work with Milton Keynes Sub-Regional Transport Board to develop sub- regional strategies to manage the external impacts on the surrounding networks.
What will the transport plan include? 14.20 We have identified a number of tasks that need to be undertaken systematically and progressively over an extended period of up to 25 years. These tasks are;
• Highway network development: We will identify, plan, design and implement highway capacity improvements, bringing schemes forward in a timely way to meet the needs of development and arranging for suitable funding and other resources to be available, as required.
• Public transport network development: We will investigate all ways of increasing bus usage to the levels required by the overall transport plan, and to support the objectives of the emerging Bus Plan. We will place the emphasis on providing bus services to new developments areas. This may mean sourcing of the subsidies required and phasing of new services. We will develop priority measures, real time passenger information, bus stops, and plan appropriate Park and Ride facilities and services.
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• Travel planning and use of sustainable transport: We will place greater emphasis on the preparation and use of travel plans, both for employment based and residential developments and monitor progress towards agreed targets.
• Management of CMK parking: As a separate plan we will manage the overall number and type of parking spaces and removal of parking spaces in conjunction with new development; initiating studies into the location, scale and funding of replacement multi-storey car parks, and arranging their implementation; monitoring parking usage; and advising on the most suitable level and structure of parking charges to achieve the required transport and revenue objectives.
• Development and Implementation of Rail Projects: We recognise that the national rail network will play an important role in supporting the growth of Milton Keynes, providing additional travel options to both residents and the business community. Many of the development projects are managed by Network Rail and Train Operating Companies, but we will dedicate resources to provide a local input to both the works and the associated studies.
THE BUS STRATEGY CONSULTATION
14.21 The bus strategy has also been the subject of review by the Strategy Review Panel established under the auspices of the Environment Policy Development Committee at various meetings over the last twelve months or so. The consultation with stakeholders, key partners and people of Milton Keynes on the Bus Strategy ended on the 12 November 2008. We intend to present the results to the Cabinet in December 2008.
14.22 If the Bus Strategy is adopted, it will form the policy basis for future decisions concerning the development of bus services in Milton Keynes.
Route 5 Bus Service in Central Milton Keynes
14.23 The growth of the city will bring considerable pressure to bear on the existing transport network but offers significant opportunities to improve bus services. Better public transport is vital to ensure that people have easier access to jobs, leisure and health facilities and other services. The Bus Strategy aims to increase transport
125 LTP Progress Report 2008 choice by developing the bus network, in partnership between the Council, the bus operators and others to improve services for existing bus users and to give an alternative to the private car.
14.24 The key elements of the Bus Strategy will be:
• Developing a network of fast, frequent, high quality cross-city core routes, • Support this network with services that provide good access to estates and rural areas but which will be less frequent, • Supporting this vision with strong investment in the network to provide bus priority and real-time information, • Recognising the particular needs of those with mobility difficulties by providing an enhanced community transport service, • Ensuring information and publicity is clear and helpful, and, • Developing other council strategies, such as the provision and management of parking, so that they support the vision of a high quality, commercially viable bus service accessible to all.
14.25 This is to be achieved working within the challenges presented by:
• The view that Milton Keynes is a car dominated city, • The significant growth that Milton Keynes will experience both within the Local Transport Plan and Local Plan period to 2011 and the longer-term growth period to 2031, and, • The poor perception of bus services in Milton Keynes. CENTRAL MILTON KEYNES PARKING STRATEGY CONSULTATION
14.26 Consultation on CMK Parking Strategy will inform future decisions that need to be made about parking in Central Milton Keynes. The consultation period ended on 5 November 2008, and the views of stakeholders, key partners and the public will be presented to the Cabinet in December 2008.
Car Parking in Central Milton Keynes
126 LTP Progress Report 2008 14.27 Parking in Central Milton Keynes is an emotive issue and any discussion on the subject will prompt vastly disparate views. It is vital that parking exists and is controlled, both in terms of numbers and price, to ensure the vitality of CMK. However, at the same time it has to be recognised that attempting to meet unfettered demand is neither realistic, considering the projected scale of future growth of the city, nor sustainable in terms of accessibility. This therefore demands that positive action is taken to review the provision and management of the parking stock.
14.28 A strategy is required that recognises that availability of spaces in CMK, together with the price, is the major determinant of modal shift (the use of alternative transport modes that are more sustainable than the private car, such as walking, cycling and buses), and the two main issues that need to be addressed. This is perhaps more pertinent to work trips than leisure and is grounds for developing a strategy that recognises this difference and adopts measures that reflect the propensity for change within these two primary trip purposes.
14.29 The aim of this parking strategy is to maintain the economic vitality of Central Milton Keynes as a place to shop, work and visit, whilst recognising parking management as a tool that can and will be utilised to promote a shift to more sustainable modes.
14.30 We have consulted on issues of parking in CMK and options which could be adopted which will guide the way the council achieves its corporate objectives including:
• Implement regular (annual) charging reviews, • Implement parking permit review (in two stages) with consideration to be given to combined bus pass/parking permit, • Review planning policies governing development parking provision to facilitate more Multi-Storey Car Parks as part of new developments’, • More consideration to be given to the use of Park and Ride/Arrive and Ride, • Review short term parking to ensure optimal usage of existing parking stock, and, • Promote schemes to encourage use of other transport modes, such as ‘Park and Walk’
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128 LTP Progress Report 2008 15. OVERALL SUMMARY OF PROGRESS AND FUTURE CHALLENGES
15.1 Milton Keynes sees transport as a means to wider ends rather than an end in itself with the central role of enhancing quality of life and delivering access and opportunity. We are more focused on people, their needs and expectations. Our objectives in the LTP2 are “joined up” with the wider corporate and community planning vision and fully aligned with the wider goals of the authority as a whole and the long-term vision for the area.
LOOKING BACK
15.2 Our progress over the last two years has been good. We have:
• Developed and introduced a new approach to infrastructure funding – the Milton Keynes tariff which seeks to secure contributions of £18,500 per dwelling from landowners and developers on new homes built to support the requisite infrastructure provision to deliver sustainable growth in the expansion areas; • Invested over £2.5 million in walking, cycling and passenger transport to encourage more sustainable movements, especially improving access to key services , jobs, schools, healthcare and employment; • Invested over £7 million in maintaining our footways, carriageways, and bridges preserving our core assets in very good condition protecting the capacity of the strategic highway network; and, • Completed and are progressing well on a number of major schemes which would result in improved traffic flows, modal shift to public transport, walking and cycling and reduce casualties on our roads and provide to key services, jobs, schools, healthcare and employment. OUR DELIVERY OF SCHEMES DURING THE FIRST STAGE OF LTP (2006/07- 2007/08)
15.3 In the financial years 2006/07-2007/08, the full LTP2 funding allocation of £8.2 million has been spent on delivering an agreed programme of transport schemes. In addition to the LTP funding, a further £3.4 million of capital funding was invested in transport schemes in the last two years. This funding came from a wide range of sources including the council’s own resources, Growth Area Funding, Community Infrastructure Funding, developer contributions and other government grants.
15.4 The transport capital programme delivered by the council represented a real commitment to creating a more fully integrated transport network for the city. A total of 308 schemes were delivered or started, comprising 86 integrated transport schemes, 217 maintenance schemes and 5 major schemes.
15.5 A total of 30 schemes were delivered to promote sustainable transport (walking, cycling, and public transport including improved passenger information). 56 road safety and traffic management schemes were also delivered. The programme has contributed to the council’s achievement in meeting targets for reducing the number
129 LTP Progress Report 2008 of people killed and seriously injured, the number of children killed and seriously injured, and the number of slight accidents.
OUTCOMES FROM OUR TRANSPORT PROGRAMME
15.6 Key outcomes include:
• Mode share: bus patronage has risen by 35% from 6.9 million journeys in 2003-04 to over 9.3 million journeys in 2007-08, • Improved accessibility: improvements in public transport including increased support for rural bus services, an extended community transport scheme, and implementation of the England wide concessionary bus travel scheme for over 60’s and disabled residents. The community transport service has since seen record levels of journeys (the highest being over 1,700 journeys per week) with new members joining the scheme. There has been an increase in usage of 42% in the last two years, • Road safety: the number of people killed or seriously injured (on council controlled roads) has reduced by 33 percent (between the 1994-98 average and 2006). We have also cut the number of children killed or seriously injured by 50 percent, • Congestion: the ‘CarShareMK’ scheme has attracted over 4,000 members, with over 80 percent of the priority parking spaces in Central Milton Keynes used, • Cycling: The cycle route from Olney to the city was completed. New cycle facilities were provided outside Milton Keynes Central rail station and at other CMK locations. The number of cycles parked in CMK has increased by over 20 percent, • Condition of carriageways and footways: we have seen significant improvements in condition of our carriageways and footways over the last two years, and, • Air quality: we are managing within national air quality strategy targets. LOOKING FORWARD
15.7 It is estimated that by 2031 Milton Keynes could grow to be a city of some 340,000 people and this predicted increase in population will have a big impact on how we travel around. The efficiency and convenience of the Milton Keynes’ transport system impacts on many people’s quality of life, so it is important that it responds to the needs of the residential and business communities, as well as visitors. A prime aim must be to ensure that Milton Keynes remains a city that is easy to travel around. To do this we must understand the key transport issues and challenges that continued growth will bring so that we can plan for and manage them effectively.
15.8 Since 2005 Milton Keynes Partnership (MKP) and the council have been improving Milton Keynes’ transport infrastructure to accommodate the planned growth of the city to 2016. During this period, MKP prepared a long-term vision to help guide the growth of Milton Keynes. ‘A Strategy for Growth to 2031’ was completed in June 2006. It identified the need to get agreement and understanding from everyone involved in the planning and delivery of transport in Milton Keynes, on a broad
130 LTP Progress Report 2008 transport strategy to ensure accessibility to all parts of the city and to provide for growth in the much longer term.
PARTICULAR CHALLENGES
15.9 There are a number of challenges to delivering effective sustainable transport in Milton Keynes. These include: • The estates between the grid road system are hard to penetrate by public transport whilst still providing journey times that are competitive with the private car, • The lack of signalised junctions makes the implementation of intelligent bus priority systems more difficult to achieve, • The dispersed employment centres are generally low density outside Central Milton Keynes reducing the attractiveness of public transport and making walking and cycling journeys less attractive, and, • A lack of public support for the implementation of sustainable transport solutions that might impact on the motorist in a town that was designed for the primacy of the private car.
TAKING LTP2 FORWARD OVER THE NEXT 2 YEARS AND BEYOND
15.10 The key aim of the LTP2 strategy is to make Milton Keynes a place where everyone can afford to move around conveniently without causing unnecessary damage to the environment. This will include:
• Improving grid road junctions to reduce congestion, • Making bus travel an attractive alternative form of transport, • Improving facilities and the environment for pedestrians and cyclists, • Enabling working practices that reduce travel requirements, • Facilitating car sharing and effective travel planning, • Developing parking management strategies in CMK, and, • Supporting the community by providing information about travel options and impacts and the need to make responsible travel choices. 15.11 We intend to take forward our implementation plan through a series ‘work streams’ (as identified in the emerging ‘Transport Strategy for Growth’) over the remaining period of this LTP and beyond. This will include: • Highway Network Development • Identifying, planning, designing and implementing highway capacity improvements, • Developing road links into new growth areas, and, • Liaising with neighbouring highway authorities, and with the Highways Agency, to develop policies and strategies for managing the road network surrounding Milton Keynes. • Public Transport Network Development 131 LTP Progress Report 2008
• Increasing bus usage to the levels required to support the objectives of the emerging Bus Strategy, • Procuring quality bus services to enhance the existing network and to connect to the new development areas, • Managing the phasing of new services, identifying the extent and source of subsidies required, and delivering the development of related infrastructure (such as bus stops, bus priority measures, extension of real time passenger information and other measures which take account of new technology), and, • Improving existing Park and Ride facilities and services and developing new ones. • Travel Planning and Sustainable Transport • Implementing travel plans for employment-based and residential developments, • Expanding the travel planning resource to support a network of site-specific travel plan coordinators, and, • Disseminating information about travel strategy targets and coordinating monitoring activity. • Management of CMK Parking • Managing the overall number and type of parking spaces and removal of surface parking spaces in conjunction with new development, • Implementing replacement multi-storey car parks, and, • Advising on the level and structure of parking charges to achieve transport objectives.
15.12 Achieving a more sustainable pattern of future growth in housing and employment is dependent upon accepting that the capacity of the transport system within Milton Keynes needs to be balanced between economic, environmental, safety and social objectives. We need to manage transport demand more effectively and work towards achieving the scale of modal shift required to limit car usage and accommodate growth.
15.13 The achievement of future lower levels of traffic congestion by reducing car dependency and increasing the use of more sustainable modes is in line with the need to reduce the impacts of transport on climate change and to introduce carbon management policies to minimise the use of fossil fuel resources.
15.14 Appropriate resources will need to be made available to support all of these activities, and to ensure the overall success of the strategy, including engagement with partners and stakeholders, adding value to partnership working.
15.15 We will achieve our goals by effectively communicating our strategies, policies and implementation of LTP2 with our stakeholders, particularly the public at every opportunity available.
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Appendix 1 - Best Practice Award
The Milton Keynes Tariff - Guardian Public Services Awards 2006
Innovation and Progress, joined-up government award -
For its unique approach to securing the infrastructure for new housing development –
The Milton Keynes Tariff (in partnership with MKP).
Milton Keynes seeks to maximise infrastructure provision, whilst minimising Section 106 negotiations and securing developers' and landowners' contributions. In doing so, it has formulated the innovative idea of a tariff - a new solution to an old problem. The total contribution is approximately 75% of the total cost of infrastructure directly related to the developments (as laid out in a comprehensive package of Supplementary Planning Guidance). The Milton Keynes Infrastructure Tariff is a pioneering legal mechanism to deliver forward funding for the infrastructure and services needed to support expansion plans for the city.
Why does it exist?
Milton Keynes' population is growing by 4,000 people each year. Rapid growth will see the city double in size to 340,000 people by 2031. Milton Keynes requires sustained investment year on year in order to provide the new residents with the required infrastructure and to upgrade existing infrastructure to meet the needs of an ever- increasing population. The tariff will underpin the sustainable growth of the city.
Why Milton Keynes?
Milton Keynes' development is central to the Government's Sustainable Communities agenda: It is one of the fastest growing cities in the UK. To pay for the costs of such high growth, Milton Keynes requires investment.
Developers acknowledge the benefits. Roger Hale, chairman of Milton Keynes Forward, the group of businesses that negotiated the tariff, says:
"The tariff approach brings certainty in terms of what we provide, and cost. Previously, negotiations could take ages and were unpredictable."
What are the advantages?
A Fixed Tariff gives developers certainty regarding their development costs. The funds remain within the locality, bringing the benefits directly to local citizens. The scheme is simple to understand and is supported by English Partnerships and house builders. By empowering the local stakeholders to raise the tariff, local accountability is maintained.
The future:
Milton Keynes is looking to apply the tariff on greenfield sites in the city. We hope the Government will recognise the many advantages the scheme will bring to Milton Keynes and the part it will play in ensuring the success of the Sustainable Communities Plan.
133 LTP Progress Report 2008 In Transport Context:
The planning gain negotiations are usually stressful and time-consuming. Every time the local authority gets an application the negotiations have to start. By having a framework to apply to each application we have reduced the process from up to two years to two months. The private sector can see the long-term benefits. If you move into this area and there are new schools and good transport links then that means the developers' land is worth more. We make sure that the area is landscaped in advance with parks, and that boosts land values.
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Appendix 2 - Best Practice Initiative
Road Safety Team’s initiative to improve Motor cyclists skills. Milton Keynes Council - Road Skill Courses for Motorbikers
Skill courses to teach motorcyclists how to get the best out of their machines and still remain safe are being run by Milton Keynes Council.
Bikers account for 20 percent of all fatal or seriously injured casualties on the roads yet make up only 1% of traffic and over the last three years, 71 motorcyclists have been killed or seriously injured on the roads in Milton Keynes.
To help deal with this problem that has seen two motorcyclists killed or seriously hurt every month on average, the MKC Road Safety Team is running two training days for bikers keen to have their riding skills assessed.
The 'Be a Better Biker' courses are to be held on Saturday, July 26th at Great Holm Fire Station, and Saturday, 13th September at Bletchley Fire Station.
The courses will consist of a fun classroom session, followed by an assessed ride on roads similar to where motorbike crashes have happened in the past.
Milton Keynes Road Safety Officer Vince Morley said: "Sadly, we had some very serious crashes involving motorbikes last year in Milton Keynes.
I ran a pilot scheme that was a tremendous success; we were more than twice oversubscribed and those bikers who did attend thoroughly enjoyed it and I had lots of very positive feedback.
I said then that if it went well I would look to expand the scheme this year, and 'Be a Better Biker' is the result
This is not about learning to ride; it's for anyone with a bike licence who would benefit from an assessment of their riding - and you can never know it all!
All the instructors are experienced and qualified motorcyclists; in short, they know what they are talking about.”
The most common crashes involving motorbikes in Milton Keynes are where a car turns right across the path of a bike, and single bike incidents where the rider loses control on a bend or roundabout.
Nick Warner, who rides a Suzuki GSX 1400 said: "I was lucky enough to go on the course last year. I thought I was a good rider and wanted to test myself. To my surprise I found that there was room for improvement - lots!
My main problem was having too high an approach speed into roundabouts and having to stop suddenly or risk pulling out in front of other traffic. I learnt how to slow down earlier,
135 LTP Progress Report 2008 but keep moving, and pick my moment when to go. I don't have any 'near misses' at roundabouts now.
I have gone on to do further training and would recommend the course to anyone."
Vince, a keen biker with over 25 year’s experience, said: "People can get into bad habits without realising it.
Normally all it takes is for someone to point out to them what they've been doing wrong, and then they can correct it."
The course will be subsidised 50% by MKC so the cost will be £30 per biker. This will include all instruction and use of facilities; tea, coffee and biscuits; a certificate and a goody bag.
Notes: • The day lasts approx 6 hours from 9.30 am to 3.30 pm. • It is split into a theory session and then an on-road assessment. • Ratio is 1 instructor to 2 riders. • All instructors are qualified, experienced bikers. • Milton Keynes Council Road Safety Team is funding 50% of the cost, so bikers will only have to pay £30. • Tea, coffee and biscuits will be provided, but not lunch. • In MK in the 36 months to the end of May 2008, there have been 71 killed or seriously injured (KSI) motorcyclist casualties. That's 2 a month or 1 a fortnight. • In that time, cars turning right across the path of a bike and riders losing control on a bend or roundabout, account for 80% of all KSI biker crashes in MK. • Bikers make up 1% of traffic but account for 20% of all KSI casualties.
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Appendix 3 - Considerate Constructors Scheme Award
M1 Junction 14 Area Improvemnets Project
In September 2007, the M1 Junction 14 Area Improvements Project was awarded top marks under the Considerate Constructors Scheme. The contractor’s performance has been assessed by an experienced industry professional against the eight point Code of Considerate Practice which includes the categories; Environment, Cleanliness, Good Neighbour, Respectful, Safe, Responsible and Accountable. The Contractor’s site system has also achieved runner-up status in the 2008 London Excellence awards.
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Appendix 4 - Community Transport Project – (Best Practice Case Study)
Milton Keynes Accessible Transport Scheme
Short listed for National Transport Awards
Background
Milton Keynes Accessible Transport (MKAT) provides accessible transport to members of the community who otherwise are unable to use main stream public transport.
The main objectives of the service are to:
• provide a door to door service greatly improving the lives of users; • provide greater independence and be in control; and, • access various social and cultural activities as well access vital medical treatment
The need for Improvement
The previous service, run under contract from the council, was awarded to the local bus company which provided a fleet of small capacity wheelchair accessible vehicles known as ‘Fastchair’ and a group bus providing a larger seating capacity of 16 passengers, known ‘MK Special’.
The service was inadequately provided during the tenure of the contract and vehicles were prone to regular breakdowns. Additionally, the system did not allow for an efficient booking method and membership continued to dwindle as result of frustration from accessing the limited time operated bookings line.
Whilst membership was charged at £5.00 per annum, members failed to utilise the service and it was perceived as a favoured and elite service. Consequently, journeys were provided at will and slack time remained very high.
Council for Social Care Inspection (CSCI) evaluated the service and reported a failing in the service. This prompted the contract to be reviewed and an external independent consultant undertook to review the whole service.
Proposed Improvements:
Following the review and in consultation with users, a new service model was agreed. This would include the creation of the Milton Keynes Accessible Transport (MKAT) which should address a whole encompassing service needs for the disabled residents of Milton Keynes. The provision of this service would be the responsibility of the ‘Assisted Travel Manager’: a new post.
The provision of a highly efficient service to replace the existing failing service which would include an easy and accessible bookings system with a dedicated bookings and cancellation telephone line and to be introduced upon termination of the existing contract.
138 LTP Progress Report 2008 An innovative approach to the introduction of Milton Keynes’ first ever Taxicard scheme that would augment the new introduced service but without any further cost to the council seemed a challenging task but one that needed to be explored. Along with a strong voice of service users to help steer the service and address issues by members was also a priority. But most challenging would be to provide this uniquely designed model with enhancements, new equipment and software system, the whole service should run at the same level of funding as previously – hence no increase in funding.
Funding Provided entirely by the council and contracted to providers who are a not- for-profit organisation but running an independent and professional operation.
The funding of the scheme comes from revenue from CMK Parking and has remained static for the past 9 years with no other sources of income except a 6% (of the contract value) income generated from fares collected from chargeable fare users. Method of Service • State of the art, new, fully wheelchair accessible vehicles with satellite tracking. • Taxi operators and drivers independently trained for Disability Awareness and fully accredited before joining the scheme. • Drivers trained to MIDAS standards. • A sophisticated booking system able to deal with the bigger yet complex picture.
Impact of the project:
The new model of service commenced in June 2006. The service re-invited members of the previous scheme to re-register with NO MEMBERSHIP FEE. The membership was just over 1,000 at the start of the project and has been increasing upwards to 2,800 currently.
With the launch of the service and huge interest in the redesigned service, bookings levels rose immediately, and a limitation of one guaranteed journey per week was introduced to allow time for the service to bed-in.
Within 2 months of the launch of the new service, the service offered two guaranteed journeys per week and unlimited casual journeys.
The service quickly progressed to allowing unlimited number of regular journeys without any restrictions as well as casual journeys. The service has since provided recorded levels of journeys (highest 1,768 per week) with new members joining the scheme.
139 LTP Progress Report 2008 The service allows:
• Regular Journeys (currently 80%) – members no longer requiring to call-in every week to book the same journey. This allows for better planning and enhances the member’s lives greatly.
• Casual Journeys (currently 20%) – members may book up to a week in advance for any journeys within Milton Keynes.
• Dedicated bookings and cancellation lines – allowing minimum wait on the phone
• A text or email booking service
• A User Group that meets every two months to evaluate the schemes and steer forward.
• A dedicated Training Officer for ongoing training for staff and drivers
• Six monthly surveys to keep in touch with views of the users (latest survey indicated 92% of members happy with the overall service, 98% happy with driver friendliness)
• Taxicard allowing a more direct individual service
Summary Data
Previous Scheme New Scheme
Average Weekly Journeys 1,100 1,900
Membership 1,400 2,800
Membership Fee £5 Nil
Contract Value £760,000 £670,000
Services Provided Fastchair, MK Special Individual and Group Travel
Diversifying Services
With the success of the services and flexible use of the new smartcard technology, joint partnership work across other directorates of the council has culminated in various pilot schemes which are currently already running and approval to proceed with further schemes within Direct Payments.
New Projects
In order to meet the continued quality expectations of the service, there is a need to explore ways in which growth could be sustained and serve the needs of various service providing bodies.
A ‘Voluntarily Car Scheme’ (VCS) scheme is currently being evaluated to enhance the service. This will be an integral part of the current Community Transport service: using the office infrastructure and booking system already in place.
140 LTP Progress Report 2008 The VCS will provide further support to members who now need to undertake journeys outside of Milton Keynes boundaries to access clinical specialist as part of the ‘Book & Choose’ service offered by the Patient Care Trust (PCT). The scheme is intended to provide:
A Cross Border Service • Aiming to cater for rural areas where public transport is either limited or not available. • A wider access to clinical services reducing waiting times and Did-not-Attends (DNA’s). • Affordable service that will charge less than the normal city bus fare for a cross-country service. • Self funding so that after the initial grant is exhausted, the scheme continues services.
141 LTP Progress Report 2008
Appendix 5 – Milton Keynes Central – Station Travel Plan
The Need for Improvement
The National Passenger Survey (NPS) shows that walking is the most popular means of accessing stations, with public transport (underground, rail, bus/coach) also having a high share. Car travel accounts for 21% of passengers, while cycling has a marginal share at 1.7%. 2006 survey figures for Milton Keynes Central rail station show that 64% of departing passengers arrive at the station by car, with 46% parking within the locality. It can be seen then that the car is by far the most dominant means of accessing the station.
By promoting sustainable modes of travel to stations, travel plans could benefit the rail industry by increasing passenger numbers, particularly in the off-peak. This is because, as surveys have shown, many people are deterred from travelling by rail because station car parks are full.
Station travel plans could also benefit the environment. If passengers can be tempted to try more sustainable means of travel to the station, or use rail for the bulk of their journey rather than private car, this will reduce emissions.
Passengers will also benefit. Those who switch modes or share a car will reduce their expenditure on car park fees, while station travel plans could reduce congestion around the station, helping passengers access the station more quickly and reducing their door-to- door journey time.
Station Travel Plans will be valuable for local authorities, as they will help deliver objectives on improving environmental sustainability, and reducing traffic congestion, and can contribute to objectives on health improvement and social exclusion.
Proposed Improvement
Milton Keynes Central rail station has been chosen as a pilot for the forthcoming National Station Travel Plan Project.
The station is on the edge of Milton Keynes city centre, being closer to the central business district than the shopping centre about half mile away. There is substantial commuter traffic to London, with there also being a not insignificant number of in- commuters, including from London and the West Midlands. There is business and leisure traffic in both directions between Milton Keynes and London, the West Midlands, North West England, North Wales and Scotland.
Work is currently under way to provide additional through and bay platforms to accommodate the improved train services starting December 2008, made possible by the West Coast Route Modernisation programme, and the proposed new East West Rail service.
Planning for the revamping of the adjacent Station Square, to include improved and more obvious pedestrian access to/from the city centre, more obvious cycle routes, passenger facilities and bus/taxi-rail interchange, has just started. Consideration as to how to provide a second multi-storey car park next to the station is about to start.
Pedestrian access to the station, including from car parks, is via subways under roads or tunnels through buildings. Surface access across roads is possible, but there are not
142 LTP Progress Report 2008 footpaths or pedestrian crossings to aid this. There are ticket barriers between the booking office area and the bridge giving access to the platforms.
Cycle routes are not well-defined. Tactile routes for partially-sighted and blind people are indirect. Some of the surface car parking is a few minutes walk from the station. There is considerable set-down (morning peak) and pick-up (i.e., parked for several minutes) (evening peak) activity immediately in front of the station, the latter in particular creating congestion in the Station Square and nearby roads. It is generally accepted that provision of the second multi-storey car park needs to be addressed urgently.
All long distance, and nearly all in-city and rural bus routes, start from/end at or call in at the bus mall in front of the station; there are several buses per hour to/from the city centre. Bus access to/from the station has recently been improved by the nearby provision of bus lanes, revised roundabout and crossroad traffic management, and a priority bus-only right turn. Departure and arrival times for express bus services to/from Cambridge and Luton Airport are shown on the railway station’s real-time displays, though the Oxford service is acknowledged on these as being to/from Bicester only. Otherwise, bus passenger facilities comprise only shelters and timetable display cases. An extensive taxi rank lies between the bus mall and the station. Improvements are planned as part of the Station Square project.
The Travel Plan is intended to change the modal split for journeys to/from the station in favour of walking, cycling and by bus. However, for journeys requiring a car to be used to/from the station and in the interest of promoting longer distance travel by train instead of all the way by car, increased car parking is needed. Success would comprise: increased numbers of rail passengers using non-car modes for journeys to/from the station; smooth reduced flows of traffic; provision of better bus passenger facilities; provision of more direct and secure walking and cycling routes to/from the station, and of more and secure cycle parking.
During the pilot programme, the council will:
• Set up a local partnership which includes the principal train operator using the station (and ideally other train operators using it);
• Carry out baseline data and monitoring;
• Demonstrate long term commitment to the project such as the provision of financial and staff time resources for its duration, including evaluation;
• Produce an outline of the outcomes, together with the timescales for achieving them; and,
• Produce regular reports to enable the dissemination of lessons learned and good best practice.
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Transport Policy Transport Dept Telephone: 01908 252543 Milton Keynes Council Fax: 01908 254212 PO Box 113 Civic Offices, 1 Saxon Gate East Email: [email protected] Milton Keynes This document: Local Transport Plan MK9 3HN Progress Report 2008