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					                                                 MULTI-MODAL STUDY




             NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
                                              IN THE EAST MIDLANDS




                                                      SCOPING REPORT




                                                                    JUNE 2000

                                                  WS Atkins Consultants Limited
                               Television House, Mount Street Manchester M2 5NT
                                          Tel: 0161 839 3113 Fax: 0161 839 3137

                                                 E-mail: m1mms@wsatkins.co.uk
Job Number    Prepared by   Approved by      Status            Date
BV1076        Study Team    N Malik          Final             25-July 2000
                                                 NORTH/SOUTH MOVEMENTS ON THE M1 CORRIDOR
                                                       IN THE EAST MIDLANDS – SCOPING REPORT


                                                                                      Contents
                                                                          Volume 1 – Report




                                                                                                      M U L T I - M O D A L
EXECUTIVE SUMMARY                                                                                 I

1.          INTRODUCTION                                                                         1
            BACKGROUND TO THE SCOPING REPORT                                                     1

PART ONE                                                                                         4

2.          REVIEW OF DRAFT REGIONAL PLANNING GUIDANCE                                           4
            INTRODUCTION                                                                         4
            STRENGTHS AND WEAKNESSES OF THE REGIONAL ECONOMY                                     5
            TRANSPORT AND DEVELOPMENT                                                            5
            EMPLOYMENT                                                                           6




                                                                                                      S T U D Y
            HOUSING                                                                              7
            HOUSING LAND ALLOCATIONS                                                             7
            RETAILING AND URBAN CENTRES                                                          7
            TOURISM AND LEISURE                                                                  8
            FOCAL AREAS WITHIN REGIONAL PLANNING                                                 8

3.          REVIEW OF INTERIM REGIONAL TRANSPORT STRATEGY                                       11
            AN INTEGRATED APPROACH                                                              11
            TRAVEL DEMAND MANAGEMENT                                                            12
            INFRASTRUCTURE AND SERVICE ENHANCEMENT                                              12
            FREIGHT TRANSPORT                                                                   14
            AIR TRANSPORT                                                                       14
            COMMUNICATIONS TECHNOLOGY                                                           15

4.          REVIEW OF REGIONAL ECONOMIC DEVELOPMENT STRATEGIES AND PROGRAMMES                   16
            INTRODUCTION                                                         16
            ECONOMIC DEVELOPMENT STRATEGY FOR THE EAST MIDLANDS 2000-2010 ‘PROSPERITY
            THROUGH PEOPLE’                                                      16
            REGIONAL ECONOMIC STRATEGY FOR YORKSHIRE AND HUMBERSIDE              19

5.          SUMMARY OF EAST MIDLANDS INTEGRATED REGIONAL STRATEGY                               22

6.          REVIEW OF PROVISIONAL LOCAL TRANSPORT PLANS                                         26
            INTRODUCTION                                                                        26
            OVERVIEW OF LOCAL TRANSPORT PLANS                                                   26
            TARGETS FOR TRAFFIC REDUCTION                                                       27
            TRAFFIC MANAGEMENT AND DEMAND RESTRAINT                                             28
            MAJOR PUBLIC TRANSPORT SCHEMES                                                      29
            LIGHT RAIL MASS TRANSIT                                                             29
            DEVELOPMENT OF THE HEAVY RAIL NETWORK                                               30
            MAJOR HIGHWAY IMPROVEMENT SCHEMES AND DE-TRUNKING                                   30
            INTEGRATED TRANSPORT                                                                31
            SAFER ROUTES TO SCHOOLS                                                             32
            BUS QUALITY PARTNERSHIPS                                                            32

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            RAIL QUALITY PARTNERSHIPS                                                           33
            GREEN TRANSPORT PLANS                                                               33
            TAXIS AND PRIVATE HIRE VEHICLES                                                     34
            VOLUNTARY AND COMMUNITY TRANSPORT                                                   34
            WALKING AND CYCLING                                                                 34




                                                                                                      M U L T I - M O D A L
7.          CONSULTATION RESPONSES                                                              36
            INTRODUCTION                                                                        36
            DISCUSSION GROUPS                                                                   36
            WIDER REFERENCE GROUP WORKSHOPS                                                     38
            VIEWS OF KEY STAKEHOLDERS                                                           45
            VIEWS OF USERS OF THE M1                                                            45
            VIEWS OF USERS ON PASSENGER TRANSPORT SERVICES                                      47
            COACH USERS                                                                         48
            TRAIN USERS                                                                         49
            CONSULTATION AUDIT                                                                  50
            PROJECT NEWSLETTER                                                                  52
            CONSULTANT WEB SITE/E-MAIL FACILITY                                                 52

8.          OUTPUTS FROM THE PMG WORKSHOP                                                       54




                                                                                                      S T U D Y
            OBJECTIVES FOR THE STRATEGY DEVELOPMENT EXERCISE                       54
            INTERACTIONS BETWEEN ECONOMIC, LAND-USE AND DEVELOPMENT, ENVIRONMENTAL AND
            TRANSPORTATION ISSUES                                                  54
            OBJECTIVES FOR THE STRATEGY DEVELOPMENT EXERCISE                       55
            KEY DECISION AREAS FOR THE STUDY                                       57
            ENVIRONMENTAL CONSIDERATIONS                                           58

PART TWO                                                                                        60

9.          RESULTS OF SCOPING PHASE                                                            60
            INTRODUCTION                                                                        60
            PROBLEMS AND OPPORTUNITIES AND THE OBJECTIVES FOR THE STRATEGY                      60
            STRATEGY OBJECTIVES                                                                 64
            FURTHER DATA COLLECTION                                                             65
            AVAILABILITY OF OTHER DATA                                                          69
            TYPE OF MODEL                                                                       73
            STUDY NETWORK                                                                       74
            TRANSPORT STRATEGY DEVELOPMENT                                                      78
            LAND USE/ECONOMIC DEVELOPMENT SCENARIOS                                             78

10.         CONSULTATION AND INVOLVEMENT                                                        80

11.         SUMMARY OF RECOMMENDATIONS FOR MAIN STUDY                                           82
            PROGRAMME                                                                           83

12.         RESOURCE PLAN                                                                       86




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                                                                          Tables and Figures
Table 7.1: Organisations represented at WRG workshops                                           39
Table 9.1: Summary of main problems                                                             60




                                                                                                      M U L T I - M O D A L
Table 9.2: Summary of possible areas for investigation                                          62
Figure 11.1: Work Programme – Phase 3: Surveys/Modelling                                        84
Figure 11.2: Work Programme – Phases 4 – 8                                                      85


Volume 2 - Appendices
APPENDIX A                       Interim Regional Transport Strategy Policies
APPENDIX B                       Freight Data Collection and Modelling
APPENDIX C                       Output From WRG Workshops




                                                                                                      S T U D Y




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EXECUTIVE SUMMARY

INTRODUCTION




                                                                                                            M U L T I - M O D A L
This scoping report is the product of the two early parts of the project. The inception and
scoping phases were designed to allow the consultants and the project management group to
explore the scope of the project, with the benefit of the outputs of early consultation with
stakeholders and a review of current information and relevant documentation concerning the
corridor. These exercises are now near completion.

The client and consultant teams have considered (19th April meeting) the information available
in a preliminary exercise to explore:
                      the objectives for the strategy;

                      the important interactions affecting the corridor particularly the local economic,
                       land-use and development, environmental and transport conditions; and




                                                                                                            S T U D Y
                      the key decisions available in order to influence the future for movement within
                       and through the corridor.
It is already possible to identify key emerging issues that will need careful consideration in the
project and which define the work necessary to satisfy the brief for the study. These derive
from the discussions and surveys with stakeholders, the review of planning documents and
economic reports and the discussions at the PMG meeting of 19th April are summarised below.


EMERGING ISSUES FROM THE CONSULTATION


General perceptions of the corridor and its problems
Those consulted to date in the study have had, in general, some difficulty in identifying with the
strategic nature of the exercise, either conceptually, in their own terms, or in trying to identify
the issues that face the PMG in considering the future for the corridor as a whole. This has been
especially true in the case of the public, many of whom clearly identify with their own local
circumstances but not easily with the regional or sub-regional matters affecting the study. It is
also true of WRG members, perhaps not surprisingly in view of their “representative” roles,
which generally are again defined by relatively local circumstances rather than those affecting
the whole of the corridor. That said, the exercise of talking to the public and WRG interests has
been invaluable in gaining a “long list” of problems, issues and possible solutions that must be
considered alongside others that emerge as the project progresses.

These points serve to indicate how important it will be will be for the Project Management
Group and the consultants to develop a very clear sense of the totality of the “system” affecting
the corridor from the outset of the strategy development process and to retain that standpoint
of overview throughout the remainder of the study.




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The role of the corridor
The M1 corridor has a variety of different roles. Not only does it provide an integral part of the
national motorway, rail and longer distance coach service networks with an economic and social




                                                                                                       M U L T I - M O D A L
function of providing access to other regions and markets – the “spine of Britain” - it is also part
of a major distribution network for regional and sub-regional movements. In particular, it
provides convenient links between the cities of Nottingham, Leicester and Derby and between
these and others in Yorkshire and the West Midlands.

Conflict arises because of the mix of movements in the corridor: long and short-distance for
commuting, shopping or leisure purposes; for freight distribution, or by public transport and
cars. The question arises as to whether the corridor can, or should, be expected to continue to
perform these traditional functions and, if so, what realistic improvements can be made in the
region, or alternatively in what ways particular movements might be better managed in future.


(a)         Transportation




                                                                                                       S T U D Y
Traffic
Congestion and delays on the M1 motorway and on the access roads is perceived as a serious
problem causing diversion of traffic onto unsuitable local roads. Traffic levels on the M1
between junctions 21 and 30 already significantly exceed the design capacities and in many
instances exceed desirable operational capacities.

Through traffic is seen to be a particular problem by consultees within the area since the route
is an integral part of the national motorway network for HGV traffic in particular. Future traffic
growth will place even further stress upon the route to the extent that in the public perception,
simply adding to its capacity is not necessarily seen to represent a realistic “solution” to today’s
and predicted future problems. Road widening is considered to be one possible option but only
with specific rigid lane allocation, for example dedicated lanes for lorries.

Other worries expressed included the view that increased traffic will generate worse congestion
with consequent environmental degradation as well as impacting adversely upon business
operations.

Possible approaches to try to resolve some of today’s difficulties were seen to include restricting
access to certain traffic at motorway junctions or managing the M1 as part of a wider network.
It was also suggested that other, more restrictive measures such as road-user charging, might be
more effective.

Public transport
While north-south inter-city rail services are considered broadly to be satisfactory by some, or
at least to have improved in the recent past with the service level increases on the Midland Main
Line, many inadequacies were also identified. Local services (notably for east-west movement)
are not seen to be satisfactory and capacity at and access to railway stations are considered to
be inadequate. Interchanges are perceived to be poor and services such as passenger
information lacking. High fare levels and overcrowding are a deterrent to public transport use,
especially rail. Capacity expansion (both stations and services) appears necessary, particularly
improvements for rail freight, such as developing Central Railway, in order to reduce lorry
movements. An alternative to rail freight suggested might be an expansion of the use of water-
borne freight.




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Coach and bus services are seen to be caught in congestion leading to unpredictable journey
times. Few inter-urban bus services are thought to exist, although this seems likely to be a
misperception, and bus services are generally considered to be inadequate, especially from rural
areas into the cities. Long-distance coaches are viewed more favourably but there is also




                                                                                                        M U L T I - M O D A L
criticism of inadequate comfort levels and long journey times. Both qualitative and operational
improvements are desired, for example, the inter-operability of tickets and better bus priorities
to improve reliability.

The NET (Nottingham Express Transit), while welcome, will have a geographically restricted
impact, but there is widespread perception that such public transport solutions are necessary if
public transport is to be a serious alternative to the car for some trips.

Particular problems identified in addition to the above include:
                      Poor access by public transport to the East Midlands Airport. The proposed
                       Parkway station at East Midlands Airport is seen possibly to change the
                       opportunities for public transport use.

                      Out of town shopping centres and Business parks near junctions on the M1 lack




                                                                                                        S T U D Y
                       public transport access, leading to additional congestion as well as social
                       exclusion for those without access to car.

(b)         Development Planning

The siting of industrial developments including distribution centres is seen to be a major issue.
Speculative development, especially near the airport, is thought likely to cause particular
problems since the end-use may well be a major traffic generator. Low-density housing
development is also expected to cause problems although this could be influenced by stronger
controls, for example higher densities and the use of brownfield sites. Potential rail freight
terminal developments including those at Castle Donington, Toton and Tinsley, are considered
likely to generate further HGV traffic.

Growth at the East Midlands Airport is seen to be likely to lead to additional traffic as well as
the regeneration of the northern part of the sub-region, for example the Markham Employment
Growth Zone. The type of development at these locations, and other potential development
sites, will determine both the level of traffic generation as well as the extent to which this can
be mitigated by other measures, such as Travel Plans and improved public transport.


(c)         Behavioural Issues

Measures to persuade people to change current travel behaviour are seen to be an option
although there is considerable scepticism as to the likelihood of success in discouraging car use.
Changing the car-dominated culture, for example by introducing a “hearts and minds” campaign
to encourage people to live near their work, might be one approach. Encouraging the
development of Travel Plans and e-commerce to avoid the need to travel might support this.
More stringent measures, such as raising driving standards by strict enforcement of regulations,
were also suggested as ways to also help change behaviour.




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Conclusions




                                                                                                    M U L T I - M O D A L
Perhaps surprisingly, environmental issues, such as noise and pollution, were not highlighted as
concerns to any significant degree. Similarly issues relating to the local economy were not as
much in evidence as anticipated possibly reflecting the fact that the local business interest has
yet to be really engaged in the study. This relative lack of reference to economic and
environmental issues within the consultation may be due to them being seen as “givens” –
overarching issues that are considered to be underpinning the study.

Those consulted appeared to be far more concerned with the operational problems of the
regional transportation network. Nevertheless many of the problems identified, the emerging
issues and possible solutions, relate to what might be considered national policies rather than
matters unique to this sub-region.

The issues outlined above are those identified as important by the public and Wider Reference
Group and have not yet been the subject of thorough analysis.




                                                                                                    S T U D Y
Issues arising from the review of planning and economic reports

LTP overview

The study area is covered by 6 provisional Local Transport Plan areas:
                      Greater Nottingham – Nottingham City and surrounding districts;

                      Central Leicestershire – Leicester City and surrounding districts;

                      Derby – Derby City and surrounding districts;

                      Nottinghamshire County;

                      Leicestershire County; and

                      Derbyshire County
The three joint plans were well received by DETR demonstrating good practice in joint working
between the cities and their natural hinterlands. In addition the three cities have well-
established formal and informal joint working arrangements between. This enables the cities to
co-ordinate their activities in a number of areas including:
                      the development and presentation of demand management policies;

                      the development of regional parking policies; and

                      development of LTP targets.
Although the provisional plans represent a very early stage in the development of the full Plans,
several observations can be made. Transport strategies across the study area vary in their
nature according to the balance between sustainability and the need to foster economic
activity. The Leicester and Nottingham LTPs are based in strategies with clear aspirations to
reduce traffic growth while developing public transport systems which will maintain good levels
of accessibility to and within the cities. Derby has adopted a similar approach, placing great
emphasis on an integrated approach which defines this balance.



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There is some prospect of one or more of the authorities adopting a road user/workplace
parking charging approach and this interest will need to be considered as part of the study. The
northern part of the study area is characterised by different social and economic conditions
where accessibility is more of a key issue in defining the balance between economic




                                                                                                             M U L T I - M O D A L
development and sustainability.


The objectives governing the development of the strategy for the corridor

The over-arching vision for the study is set out in the Integrated Regional strategy: “The East
Midlands will be the most progressive region in Europe, recognised for its high quality of life,
vibrant economy, rich cultural and environmental diversity and sustainable communities”. This
was accepted to be a definitive statement of vision, of which the study should take due
account.

The Government’s own NATA (New Approach to Appraisal) conditions defines the transport
policy environment in which the study is being undertaken:
                      To protect and enhance the built and natural environment;




                                                                                                             S T U D Y
                      To improve safety for all travellers;

                      To contribute to an efficient economy, and to support sustainable growth in
                       appropriate locations;

                      To promote accessibility to everyday facilities for all, especially those without a
                       car;

                      To promote the integration of all forms of transport and land-use planning,
                       leading to a better, more efficient transport system.
The Project Management Group (PMG) has identified specific objectives for strategy
development as follows:
                      Integration between modes:

                            optimising the use of modes

                            making the most efficient use of each mode

                            improving choice (for travellers)

                      Facilitating the national role of the M1 motorway

                      Concentrating movements on the most suitable routes

                      Supporting the regional economy (facilitating and enabling growth)

                      Providing the transport conditions to self-start economic regeneration

                      Developing sustainable communities




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But the delivery of each objective was considered by the PMG to be subject to certain
constraints. The objectives must be:
                      Affordable (through both public and private funding)




                                                                                                    M U L T I - M O D A L
                      Deliverable

                      Timely

                      Consistent to maintaining safety

The decision areas for focused consideration in the development of the strategy for the
corridor

The main areas where decisions need to be reached can be grouped under a series of headings
as follows:

Road




                                                                                                    S T U D Y
Inter-urban tolling on Motorway
Motorway improvement schemes on hold
Motorway capacity and management of roadspace/junctions
Management of other roads in hierarchy
Complementary/consequential measures on other roads (including walking/cycling)
Bypass for Kegworth
New Motorway junction between 29 and 30
Traffic control systems – use of IT

Public Transport
Rail capacity and management of use
Provision of public transport infrastructure – bus and coach
Ticketing and fares
Inter-urban public transport
Mass transit passenger systems

Land Use
Land Use allocations: what, how much, where, when?

Freight
Freight routing

Multi-modal
Access to airports
Interchange and inter-modal locations
Use of tolling revenues (if any)
Park and Ride

Demand Management
Demand management measures

Compatibility
Compatibility/influence of other multi-modal studies


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Implications for the study methodology- changes, developments from the original
proposal

The main changes from the original proposal relate to the extent of travel surveys, the transport




                                                                                                    M U L T I - M O D A L
modelling methodology and to a lesser degree, the consultation proposals.

At the time of our original tender submission, we proposed the development of a strategic all-
day model as the tool for testing strategies and options. At that time we also proposed the use
of SATCHMO for producing public transport based journey costs for use in a separate database
Mode Choice model. This type of modelling approach would provide output in terms of
link/corridor flows rather than trip matrices. This approach is consistent with current highway
scheme economic assessment using COBA.

Early in the Inception phase, it became increasingly clear that any modelling approach, to have
credibility, needed at some stage in the process to examine peak period conditions on the
highway network in particular. It is also necessary to have the ability to undertake detailed
simulation of traffic flows/interactions at a number of the M1 junctions. For this reason, we
proposed in the Inception Report a variation of time period modelling.




                                                                                                    S T U D Y
Since the completion of the Inception Report, we have further reviewed our proposed modelling
approach. This is essentially due to the requirement for a matrix-based output for undertaking
the economic assessment of options. This is the approach required for TUBA (Transport User
Benefit Appraisal), the software tool currently under development by DETR.

The main change proposed to the consultation methodology is the inclusion of public exhibitions
in a number of locations throughout the study area.




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1.            INTRODUCTION

              BACKGROUND TO THE SCOPING REPORT




                                                                                                         M U L T I - M O D A L
1.1           A consortium of WS Atkins, Steer Davies Gleave, Llewelyn-Davies, Ecotec and MDS
              Transmodal has been appointed by the Government Office for the East Midlands to
              undertake the North South Movements on the M1 Corridor in the East Midlands Multi-
              Modal Study. The multi-modal studies are initiated by the DETR and are being
              managed by the respective government offices. They represent an opportunity to
              ensure that decision-making on an expanded range of policy and plan choices in each of
              the study area is based on a sound technical analysis and the New Approach to
              Appraisal process to reflect fully the new policy framework embedded in the 1998
              White Paper.

1.2           The objective of the study is to carry out an in-depth appraisal of the total transport
              needs of the M1 corridor between junctions 21 and 30, at present and for the future to
              the year 2021.




                                                                                                         S T U D Y
1.3           The specific objectives of the study include amongst others:

                      An assessment of existing and future congestion and other transport problems in
                       the study area.

                      Consideration of planned and future development pressures.

                      Assessment of the impact on transport of development at the Markham
                       Employment Growth Zone (MEGZ) and the implications of a new junction to the
                       north of Junction 29.

                      Identification of a comprehensive range of multi-modal strategies that could be
                       used to tackle the transport problems of the study area.

                      Identification of a preferred strategy and a detailed range of measures and/or
                       policy recommendations for implementation.

                      Seek to Identify viable options for an A6 Kegworth Bypass.

1.4           The first study report, the Inception Report, was approved by the Project Management
              Group on 15 March 2000.

1.5           The Multi-Modal study will look at ways thought likely to improve north/south travel in
              the area. Whilst the study is looking at all modes of transport, its output will need to
              include specific recommendations on a number of National highway schemes currently
              on hold. These schemes are:

                      M1 widening Junctions 21A to 23A;

                      M1 widening Junctions 24 to 25 including an A6 bypass of Kegworth;

                      M1 widening Junctions 25 to 28;

                      M1 widening Junctions 28 to 31;


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1.6           In undertaking the study, we shall liaise closely in particular with the A453 multi-modal
              study as its study area lies wholly within the study area of the M1 study. Close liaison
              has already taken place in the planning and design of travel data collection to avoid
              duplication of effort.




                                                                                                              M U L T I - M O D A L
1.7           The aim of this Scoping Report, the second study report, is to set out in two parts:

              the results of our synthesis of existing documents and early results of the consultation
              exercises already underway, in a way that defines more closely the scope of the
              project; and

              a clarification of the methodology of the subsequent stages of the project in the light
              of these early activities.

1.8           Part 1 of the report (chapters 2 to 8) covers:

                      Review of documents – We have undertaken a review of the following
                       documents.




                                                                                                              S T U D Y
                            Draft Regional Planning Guidance (incorporating the Interim Regional
                             Transport Strategy)

                            Regional Economic Strategy

                            A New Deal for the Railways

                            Provisional Local Transport Plans for Leicestershire, Central Leicestershire,
                             Greater Nottingham, North Nottinghamshire, Derbyshire and the Derby Joint
                             Local Transport Plan

                            East Midlands Integrated Regional Strategy

                      Initial Consultation – We set out details of the initial rounds of consultation with
                       members of the public, the Wider Reference Group for this study and other key
                       Stakeholders.

                      Outputs from the PMG workshop – the objectives governing the strategy
                       development process; key interactions between economic, land-use and
                       development, environmental and transport issues; and the important decision
                       areas for the study to focus upon;

1.9           Part 2 of the report covers our conclusions on the requirement for further work or
              clarification of our methodology in the light of the scoping review:

                      Summary of Findings – Problems, issues and potential solutions as identified
                       during the consultation process.

                      Requirements for further surveys – Details of the highway surveys were agreed
                       during the Inception phase of the study. We have liaised with relevant
                       organisations to determine the availability of survey data for use in developing
                       study area transport models. Here, we set out our proposals for public transport
                       and freight data collection.

                      Modelling and appraisal – Details of proposed changes to the modelling
                       approach.

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                      Strategy Development – Provides a summary of the objectives for Strategy
                       Development and details of Transport Strategy Development and Land Use /
                       Economic Development Scenarios.




                                                                                                      M U L T I - M O D A L
                      Consultation and involvement – Proposals for the second two stages of the
                       consultation process in the light of the experiences of this first stage.

1.10          The report appendices are contained in a separate Volume 2.

1.11          A further separate document contains a draft update on the estimated resource/fee for
              the remaining phases of the study.




                                                                                                      S T U D Y




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PART ONE

2.            REVIEW OF DRAFT REGIONAL PLANNING GUIDANCE




                                                                                                       M U L T I - M O D A L
              INTRODUCTION

2.1           The planning strategy for the whole region through which the study area corridor
              runs is most usefully summarised in Regional Planning Guidance. This section
              reviews the current context of the Guidance, and draws out some of the
              implications that it may have for the study.

2.2           Regional Guidance for the East Midlands covers the Counties of Derbyshire,
              Leicestershire, Lincolnshire, Northamptonshire and Nottinghamshire. The guidance
              is provided by the Secretary of State for the Environment, Transport and the
              Regions to assist with reviewing County Structure Plans in this Region. The area
              covers 15,630km2 and is the third largest in England. Broadly, the Region is mainly
              rural countryside around five major cities and towns: Derby, Leicester, Nottingham,
              Lincoln and Northampton.




                                                                                                       S T U D Y
2.3           In 1994 the current formally adopted Regional Planning Guidance (RPG8) for the
              East Midlands was published. It provided advice for the review of the structure
              plans until 2011. In 1998 the consultation Draft Regional Guidance for the Spatial
              Development of East Midlands was published; this was to provide guidance until
              2021. The public Examination of the draft RPG is being held in June 2000 with the
              process likely to be completed by June 2001.

2.4           The vision of the draft RPG is:

              “A Region recognised across the United Kingdom and the rest of Europe for its rich
              diversity and high quality of life - a Region where communities are brought
              together around the shared aim of achieving environmental, social and economic
              well-being in the Region, both now and for the future”.

2.5           The RPG has four overall themes. The fourth theme on the issues of sustainability
              contains four overall objectives, which form part of the Integrated Regional
              Strategy:

               1. To improve the economic performance and provide a wide range of job
                  opportunities as well as maintaining and improving the quality of life of the
                  Region;
               2. To prevent inequality and to provide a genuine opportunity for everyone in the
                  Region to be able to access jobs, services and facilities;
               3. To conserve and improve the quality of the Region’s environment and to
                  manage the use of the natural resources;
               4. To encourage a sustainable pattern of development and to support
                  regeneration through managing the distribution and location of activities, as
                  well as the provision of infrastructure:
                      a) Decisions on the distribution and location of activity should be consistent
                         with sustainable development principles;

                      b) Enhancement of the region’s infrastructure including maximising transport
                         choice and information technology opportunities;

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                      c) Regional policies need to recognise and             respect   the   distinctive
                         characteristics of different parts of the Region;

                      d) Attention must also be given to linkages between different parts of the
                         Region as well as adjacent regions.




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              STRENGTHS AND WEAKNESSES OF THE REGIONAL ECONOMY

2.6           Overall, the draft RPG’s assessment is that the regional economy of the East
              Midlands appears to be performing successfully. Over the past 20 years the regional
              economy has been growing faster than the UK average and has a high quality of life.
              It also had significantly lower unemployment than the national or European
              average; this is partly due to the central location of the East Midlands in the
              country. The Region is made up of a pattern of compact urban development; the
              rural areas benefit from the strong network of the market towns. The Region also
              has a strong manufacturing sector, which is also larger than the national average.

2.7           However, there are also a number of areas of concern, mainly because of the
              Region’s strong industrial mix. The Gross Domestic Product per capita is below the
              average, National and European levels; the Region also suffers from low




                                                                                                           S T U D Y
              productivity, which is partly due to the high manufacturing structure. According to
              the Draft RPG the Region has a concentration of industry in traditional
              manufacturing sectors and not in growth sectors (such as telecommunications and
              business sectors). As a consequence of this, the workforce skills, levels of
              education attainment, average earnings, investment skills, research and innovation
              for the Region are below national average. The Region has not been particularly
              successful in terms of attracting inward investment, despite occasional headline
              successes such as Toyota near Derby.

2.8           The Region varies in its dependency on textiles and mining and some parts of the
              Region have therefore performed significantly worse than others. Notable examples
              are the inner urban areas of Nottingham, Leicester and Derby; the Nottingham /
              Derbyshire former coalfields; and the Lincolnshire coastal resorts, as well as some
              rural areas. The social conditions of the Region follow the economic circumstances.
              Spatial concentrations of economic and social disadvantage are located mainly in
              larger urban areas and ex-coalfield sites. As a whole the social conditions of the
              East Midlands fare reasonably well when compared to the rest of the country; the
              area is not markedly characterised by problems such as increasing abandonment of
              social housing stock, as in some areas further north.

              TRANSPORT AND DEVELOPMENT

2.9           The Draft RPG recognises that the main north-south road routes are becoming
              increasingly congested and that plans to widen the M1 and A1 have been put on
              hold. It is hoped that through multi-modal studies, solutions to congestion
              problems will be implemented.

2.10          Settlements are locating within the M1 corridor and the success of businesses in the
              M1 corridor has encouraged the use of the private car and road freight movements,
              even though the Region has excellent public transport links. However, the
              proximity of settlements and opportunities to the M1 corridor has also brought with
              it significant economic benefits.

2.11          The Regional Strategy in terms of transport is:


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                      Appropriate investment in transport infrastructure is identified as a
                       significant element in seeking to secure economic prosperity, competitiveness
                       and regeneration. The scale and the nature of investment across the Region
                       would need to be considered.

                      Under the sustainable development objectives, the guidance seeks to improve




                                                                                                        M U L T I - M O D A L
                       the overall quality of life of the inhabitants though developing an integrated
                       transport strategy that improves accessibility between employment, homes
                       and services.

                      Strategic transport networks including freight rail development will have
                       major development consequences.

                      Road building is advocated in areas of specific regeneration needs and only
                       under such special circumstances will this be advocated.

              Interrelationship between location of new development and infrastructure

2.12          Draft RPG’s overall aim is to ensure that the employment and housing needs of the
              Region’s citizens are met, in the context of maintaining and improving
              environmental quality. Linkages between the economy and housing will therefore




                                                                                                        S T U D Y
              be recognised. This has obvious implications for transport strategies, and we
              review the main activity types in turn.

              EMPLOYMENT

2.13          In terms of employment land the RPG states that local authorities should assist in
              positioning suitable existing employment land commitments in terms of sustainable
              development. Consideration should therefore be made of the impact on the local
              transport network, neighbouring central areas and the environment.

2.14          The guidance goes on to state that the provision of High Quality Employment sites
              should have regard to accessibility by public transport. There are potential tensions
              here with the RDA’s economic development strategy.

2.15          Office development should be concentrated within central areas, and be accessible
              for the entire community. This approach is consistent with the need to reduce
              travel and encourage the use of public transport. Out of town sites should only be
              used where there are no suitable central sites. It is suggested that where offices
              are to be located on the edge of towns, Councils should impose a limitation to the
              amount of floor space that could be accommodated. This would help to prevent
              the migration of town centre activities to peripheral locations.




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              HOUSING

2.16          According to the Government’s household projections 363,000 new homes will be
              required in the East Midlands Region between 1996 – 2021. In terms of housing
              projections the Region is projected to be the fourth fastest growing region over the




                                                                                                       M U L T I - M O D A L
              next 20 years.

2.17          The Guidance aims to ensure that good quality housing is available, taking
              advantage of the most effective use of land, buildings and existing housing stock.
              Housing should contribute to sustaining and regenerating local communities
              particularly in urban areas and villages. The guide aims to encourage development
              of housing in a way which facilitates access by non-car modes to employment
              opportunities, shopping centres and other local facilities and local services.

2.18          Housing provision for the Region aims to tackle the issue of out migration in areas of
              regeneration and subject to an integrated set of social, economic, social
              environmental, transport and investment programmes. Increasing out-migration
              from metropolitan areas resulting in increased unsustainable patterns of commuting
              is not a trend that the Guidance wishes to encourage. The Guidance also aims to




                                                                                                       S T U D Y
              ensure that there is sufficient housing provision for in-migration in growth areas.

              HOUSING LAND ALLOCATIONS

2.19          The Draft RPG aims to locate new housing communities should be integrated with
              other uses and integrated with other land-uses. Where new development is located
              on the edge of urban areas it should be integrated with public transport, education,
              shopping and cultural facilities. Draft RPG refers to the Urban Task Force’s recent
              report as providing principles for locating and designing new urban housing in a
              sustainable way. For the main areas along the central corridor, the allocations for
              the period are:

                  Derby and Derbyshire: 71,000 new homes proposed. Particularly in the parts of
                  the county adjacent to Manchester and Sheffield, urban sprawl is to be
                  prevented and regeneration ensured.

                  Leicestershire, Leicester and Rutland: Leicestershire is predicted to have the
                  highest level of household growth in the region, with 79,000 new homes
                  proposed.

                  Nottinghamshire: 73,000 new homes proposed in this area, which is recognised
                  to be an attractive location for future development, particularly on the eastern
                  side.


2.20          Urban Capacity: the Guidance states that in order to maximise the use of existing
              urban capacity, in line with sustainable development objectives, Local Planning
              Authorities should carry out studies similar to the East Midlands Housing Urban
              Capacity Study (1998). Dwelling provision, new land requirements, conversions and
              vacant land should all be assessed.

              RETAILING AND URBAN CENTRES

2.21          The importance of the city and town centres is emphasised in RPG and is to be
              protected and sustained. The guide does not promote regional scale out-of-centre

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              retail developments in the East Midlands. Too much dependency on the car and the
              attraction of investment out the central area is not to be encouraged.

              TOURISM AND LEISURE




                                                                                                       M U L T I - M O D A L
2.22          The environment of the East Midlands contributes greatly to the quality of life of its
              inhabitants. A high proportion of the land is rural, providing leisure and recreation
              opportunities for the Region’s inhabitants. The quality of the urban environment
              creates a setting for the region’s cultural development and attracts tourists from
              outside the area as well as overseas, which helps to contribute significantly to the
              economy of the area. In our view, this is however an area of under-exploited
              potential, where future demand could well rise, and influence travel patterns and
              the regional economy.

              FOCAL AREAS WITHIN REGIONAL PLANNING

              Three Cities Sub-Area

2.23          Three particular areas receive focussed attention in Draft RPG, and thus extra




                                                                                                       S T U D Y
              guidance in terms of what government expects from structure and local planning for
              these locations. They have been clustered together according to a similar
              characteristic, opportunity or constraint.

2.24          Three Cities: Derby, Leicester and Nottingham form the focus of the ‘Three Cities
              Sub-Area’ and have been grouped together as they are major administrative,
              commercial and cultural centres. In common, they contain areas of existing and
              potential growth as well as quite high levels of economic, social and physical
              deprivation.

2.25          Addressing the high concentrations of deprivation is a primary objective in all of
              these three cities. In terms of transport policies the RPG emphasises the need for
              improved inter-city linkages and future development along transport corridors.

2.26          High technology business and Science Parks should be positioned close to Higher
              Education establishments. Loughborough has been given priority for the provision
              of knowledge-based employment uses.

2.27          East Midlands Airport: According to Draft RPG, development of the East Midlands
              Airport is supported in principle. 80 hectares of employment land are currently
              allocated, and there are additional allocations for a range of business and housing
              uses in the wider area. A strategic road network to the airport makes this an
              attractive location for industries that would otherwise be unlikely to locate due in
              the area. The Guidance states that accessibility by public transport, in the context
              of increasing demands on the strategic road network, would need to be assessed.

2.28          DTZ Pieda Consulting has recently produced (for LCC) a Strategic Regional
              Development Study of the area around J24 of the M1. The report identifies the
              type of economic development that could be accommodated at Junction 24 of the
              M1, and argues that additional benefits to the region’s economy would thus arise.
              Non-related airport uses would include Business Park and road based distribution.

2.29          The report points out that the forecast development of the airport’s traffic will
              create a greater increase in road traffic and congestion than that arising from all


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              the potential development types that the report identifies. The likely congested
              road links are identified as being:

                      M1 Junction 24 roundabout

                      M1 between Junctions 24 and 25




                                                                                                          M U L T I - M O D A L
                      M1 between Junctions 23 and 23a

                      A453 Nottingham

                      A453 Donington

2.30          DTZ states that if road and transport improvements are not made congestion will
              undoubtedly handicap the growth of the airport and passenger based growth.
              Potential solutions discussed by DTZ include:

                      Schemes to grade-separate flows at J24 itself or a bypass (between J23A to
                       A6 Kegworth and then to A453 Nottingham and around the East Side of J24A).

                      Rail solutions are seen as unlikely to be viable or to remove road congestion.




                                                                                                          S T U D Y
                       J24’s central location in the country is suitable for road traffic but not rail,
                       and therefore the main benefit would be Cross Channel movements rather
                       than the home market.

                      Shuttle Bus Link from Parkway Station on Midland Mainline at Kegworth would
                       reduce the road traffic movements.

                      Rail freight has potential to reduce HGV movements to future warehousing by
                       about one-fifth and could serve four major warehouse locations within study
                       area.

2.31          In terms of DTZ’s future vision, it is assumed that if activity at the airport and
              surrounding growth are both high, the regional economy will have positive growth
              to 2016:

                      Unrestrained growth of the East Midlands Airport as a regional transport hub
                       adjacent to J24, (one of the most strategic road junctions in the county);

                      Encouragement of growth of business servicing the airport;

                      The establishment of a major new Business Park as well as the completion of
                       Pegasus Business Park;

                      A target concentration on specialist manufactures reliant on the airport;

                      Extensive national distribution facilities based on the interface of road and
                       rail.

2.32          Northern Coalfields Sub-Areas: as a result of major industrial changes, the
              Northern Coalfields Sub-Area is a priority area for regeneration. Large centres such
              as Chesterfield and Mansfield, as well as small rural towns, have all been affected
              by the closure of the pits. This sub-area has strong links with and dependencies on
              South Yorkshire as well as Nottingham. It is worth noting that the DTZ J24 report
              suggests that offices (e.g. call centres), general manufacturing, road based
              distribution and specialist development (e.g. biotech park) would be more suited to
              the Northern Coalfield or the Three Cities Sub-Areas than to the Airport/J24 area.


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              Other Planning Designations and the Longer Term

2.33          Individual Local Plan strategies for Nottingham, Derby and Leicester will need to be
              examined in order to establish a fuller picture of the future development of the
              study area, and this is a task for subsequent stages of the study. County and city
              planning has, however, a relative limited time horizon; beyond the early part of




                                                                                                      M U L T I - M O D A L
              the next decade, wider choices open up, and there is inevitably less certainty about
              the land use and employment futures.

2.34          To assess these possibilities, the study will be developing scenarios (discussed in a
              later section, below). We would wish to explore this in a seminar or workshop with
              the planning and economic development authorities, to be arranged during Stage 4.
              This would be along the lines suggested for the current Stage, but which we were
              advised would be best deferred to enable preparation and pre-discussion by the
              constituent authorities.




                                                                                                      S T U D Y




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3.            REVIEW OF INTERIM REGIONAL TRANSPORT STRATEGY

3.1           The Public Examination Draft Regional Planning Guidance (RPG) was published by
              the East Midlands Regional Local Government Association (EMRLGA) and the
              Government Office for the East Midlands (GOEM) in November 1999.




                                                                                                       M U L T I - M O D A L
3.2           The draft RPG includes at chapter 6 an interim Regional Transport Strategy (RTS).
              The Regional Assembly Transport Task Group in partnership with the EMRLGA and
              GOEM has prepared the Interim RTS. The document states that “The final
              Regional Transport Strategy will be completed after consideration of the
              findings of the first tranche multi-modal studies (North South Movements in the
              East Midlands and A453)”.

3.3           The Interim RTS provides a framework for the following:

                      An Integrated Approach – between transport and land-use planning and other
                       social and environmental policy objectives.

                      Travel Demand Management – to manage sustainable travel.




                                                                                                       S T U D Y
                      Travel Education – providing better travel information and raising awareness
                       to change travel behaviour.

                      Infrastructure and Service Enhancement – providing new transport
                       infrastructure, particularly to benefit public transport, cycling and walking
                       and to maintain and improve levels of public transport service.

                      Freight Transport – to ensure the efficient movement of goods and reducing
                       the reliance on road based transport.

                      Air Transport – managing growth at East Midlands Airport.

                      Communications Technology – promoting access of information for residents.

3.4           The overall aim of the RTS is to ensure that land-use planning and transport
              planning are fully integrated in order to steer new development to more sustainable
              locations, reduce the need to travel and enable journeys to be made by more
              sustainable modes of transport.

3.5           The interim RTS recognises the need to work with other regions to ensure
              compatible transport policies that reduce the need to travel and encourage
              sustainable travel. Local authorities are working together to develop consistent
              parking policies and standards. The strategy is supportive of: road user/work place
              parking charges; better public transport interchange facilities; and improving
              accessibility to East Midlands Airport. Road improvement is seen as a measure of
              last resort.

3.6           A brief review of the document is included here. For completion and ease of
              reference, a list of the policies is included at Appendix A.

              AN INTEGRATED APPROACH

3.7           The interim RTS states that the East Midlands has ‘pioneered work on emerging
              policies on charging, green transport plans, revised parking standards for new
              development and a comprehensive approach to seeking contributions from

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              developers for public transport measures’. The policies in the RTS build on these
              innovative examples and form the basis of a fully integrated and sustainable
              regional transport strategy conforming to sustainable development objectives of the
              RPG.

3.8           The interim RTS recognises the importance of compatibility of policies with




                                                                                                       M U L T I - M O D A L
              adjoining regions. The East Midlands Authorities have developed partnership
              arrangements with other regions. An example of this partnership is the South
              Pennines Integrated Transport Strategy (SPITS), which spans four regions and covers
              traffic restraint measures, inter-regional road improvements and substantial public
              transport infrastructure investment. The Guidance also recognises other inter-
              regional issues requiring co-operation, including: passenger and freight long
              distance rail services, motorway and trunk road improvement and management,
              multi-modal studies, air and water transport and the development of Trans
              European Networks.

3.9           The interim RTS states that preference should be given to measures that favour
              more sustainable forms of transport. Only in special circumstances such as in some
              remoter rural areas of the region, or where there are specific regeneration needs,
              or where there is a clear environmental benefit, will road building be advocated.




                                                                                                       S T U D Y
              TRAVEL DEMAND MANAGEMENT

3.10          Travel demand management must combine two approaches – first, wherever
              possible to reduce the need to travel and second, if travel is necessary, to
              encourage journeys by the most sustainable means.

3.11          The interim RTS includes five specific policies to manage travel demand as follows:

                      Reducing the Need to Travel

                      Parking For New Developments – recognition that there is a case for greater
                       parking restraint in these areas through parking standards

                      Public Car Parking – emphasis on the reduction of long-stay provision.

                      Fiscal Measures – for example the Leicester Environmental Road Tolling
                       Scheme (LERTS)

                      Reallocating road space – measures such as home zones within residential
                       areas

              INFRASTRUCTURE AND SERVICE ENHANCEMENT

                      Developer Contributions – local authorities should seek direct contributions
                       from developers to finance the provision of sustainable transport measures
                       needed as a consequence of the development.

                      Walking and Cycling – The hierarchical approach for catering for cyclists in
                       the National Cycling Strategy will be used.

                      Public Passenger Transport by Rail and Bus – seeks to improve long distance
                       and connecting coach, bus and train services.

                      Means of improving accessibility to the East Midlands Airport (EMA) are being
                       examined. Plans for the construction of a Parkway Station in the vicinity of

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                       the airport and the Junction of the M1 and the A42 were announced in July
                       1999. The EMA Transport Forum which will consider all aspects of surface
                       access to the site and develop a strategy to increase it will assess the
                       contribution that such a station could make to increased travel to the airport
                       by public transport.




                                                                                                         M U L T I - M O D A L
                      Local and Structure Plans can help to promote rail and coach travel by
                       improving interchange at stations with high quality public transport
                       information and integrated ticketing. Plans should also encourage linking
                       edge-of-centre stations to the core areas by the concentration between them
                       of appropriate land uses, particularly development with high densities of
                       employment.

                      Many towns and villages are reliant to a great extent on tourism. Sustainable
                       tourism is a fundamental objective for the Region.            At some visitor
                       attractions, visitors arriving by coach out number those arriving by scheduled
                       bus and train services, yet the facilities provided for coach parking are often
                       poor with few proper arrangements for boarding and alighting.

                      Sub-Regional Services – Public transport has an important role to play at the
                       sub-regional level. In rural areas, buses provide a ‘life-line’ for many




                                                                                                         S T U D Y
                       communities that must be safeguarded and enhanced. In urban areas, high
                       quality bus services and the promotion of cycling and walking provide the key
                       to reducing car dependence. Segregated guided busways and light rapid
                       transit schemes such as those being developed in Northampton and
                       Nottingham aim to provide attractive forms of public transport which avoid
                       problems of traffic congestion. Improving local rail services, such as the
                       Ivanhoe and Robin Hood Lines, can also make an important contribution to
                       meeting these objectives.

                      Trans-European Networks – Fourteen transport specific projects were agreed
                       at the Essen European Council in December 1994 for special priority. These
                       include the West Coast Main Line rail improvement and the A14/M6 corridor
                       through the East Midlands for which further consideration is being given by
                       the Highways Agency and Railtrack to the promotion of an enhanced rail link
                       along the same corridor.

                      Selective Improvement of the Regional Road Network – In determining a
                       road investment programme, the emphasis should be on addressing transport,
                       regeneration or environmental problems without any pre-conceptions that the
                       best solution is to increase road capacity. Priority will be given to improving
                       the maintenance and management of existing roads before building new ones.

                      National Motorway and Trunk Road Network – The motorway and trunk road
                       network crossing the Region supports economic and social activity by carrying
                       about one-third of all traffic and about half of freight traffic (by mileage).
                       This heavy use incurs high maintenance costs. Parts of the network suffer
                       serious traffic congestion at certain times.

                      The M1 is the most important corridor in the Region and several of its
                       junctions are in need of improvement. However, there is concern that the
                       national programme of motorway widening may be counter-productive in
                       meeting the overall transport objectives of the Country.

                      Motorway and Trunk Road Network – The interim RTS states that In setting
                       priorities for new trunk road investment within the Region, full consideration
                       should be given to alternative solutions with road improvements seen as the
                       last resort.
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                      The interim RTS supports the six schemes included in the Targeted
                       Programme of Trunk Road Improvements (TPI) in the Region. Only the A6
                       Alvaston scheme falls within the immediate study area.

                      Although not included within the TPI, assessment and design of the A57/A628
                       Mottram – Tintwistle Bypass is being progressed and this is supported by the




                                                                                                         M U L T I - M O D A L
                       Interim RTS as being an essential element of the South Pennines Integrated
                       Transport Strategy.

                      In addition, the Trunk Roads Review identified the need for further studies in
                       certain areas of the Region. The outcome of these studies will inform
                       consideration of transport infrastructure requirements in preparing for future
                       Regional Planning Guidance, including the need for improvements to the
                       trunk road network.

                      Local Roads – Individual authorities will adopt their own policies for local
                       roads to reflect local circumstances, but these will need to reflect regional
                       priorities. Detailed policies and proposals are set out in provisional local
                       transport plans (LTPs) with full LTPs to be published in July 2000.

                      Within the immediate study area, the provisional LTPs include the following




                                                                                                         S T U D Y
                       schemes:

                             Access to Markham Employment Growth Zone, Derbyshire;

                             Ashby Bypass, Leicestershire; (just outside study area)

                             Derby Spur Extension, Derby;

                             Mansfiled/Ashfield Regeneration Route, Nottinghamshire;

                             Nottingham Western Outer Loop Road, Nottinghamshire.

              FREIGHT TRANSPORT

                      Land Based Freight Transport – Road based freight transport within and
                       across the Region is strategically important and fundamental to the well being
                       of the Regional economy and local economies within the Region. However,
                       road based freight vehicles, like private vehicles, contribute to environmental
                       problems, damage to roads and bridges and to road casualties. For these
                       reasons the strategy is focussed on reducing the number of lorry movements
                       whilst maintaining the overall efficiency of the freight transport industry.

                      The RTS will need to focus on the need to develop rail freight, in particular,
                       and reduce the negative impact of the road freight industry.

                      East Midland Ports and Water Borne Freight Transport – The ports along the
                       Humberside and East Anglian coasts, provide freight links to the continent and
                       beyond, which is of particular importance to the Region. Other points of
                       transhipment from road/rail/pipeline to water transport could develop if the
                       Trent and other navigations were improved.

              AIR TRANSPORT

3.12          The main regional airport is the East Midlands Airport (EMA) at Castle Donington. It
              is highly accessible by road from the A42/M1 junction, and within easy reach of
              much of the Region. However, some parts of the Region look to Manchester,
              Birmingham, Luton, Stansted or Humberside as their most accessible airport.
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3.13          The development of the EMA is supported in principle, but development proposals
              should be subject to rigorous sustainability assessments. The proportion of airport
              workers (99%) and air passengers (90%) arriving daily by car gives cause for concern
              and the search for improved public transport connections should be intensified.
              The growth and impact of traffic is being considered as part of a series of relevant
              studies. The studies include Surface Access, Junction 24 Development Study,




                                                                                                     M U L T I - M O D A L
              Regional Air Services Study, Parkway Station and the M1 Multi-Modal studies.

              COMMUNICATIONS TECHNOLOGY

3.14          Local authorities are encouraged to take a proactive approach in order to benefit
              from the developments in Information and Communications Technologies. The
              improvement of public transport priority and information, pollution monitoring and
              providing the appropriate technology to enable road user charging are examples of
              where telematics can be applied.




                                                                                                     S T U D Y




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4.            REVIEW OF REGIONAL ECONOMIC DEVELOPMENT STRATEGIES AND
              PROGRAMMES

              INTRODUCTION




                                                                                                          M U L T I - M O D A L
4.1           This section reviews the key economic development and regeneration priorities
              emerging from the Regional Development Strategies and European Regional
              Development Programmes in the East Midlands and South Yorkshire.

              ECONOMIC DEVELOPMENT STRATEGY FOR THE EAST MIDLANDS 2000-2010
              ‘PROSPERITY THROUGH PEOPLE’

4.2           The Economic Development Strategy (EDS) for the East Midlands ‘Prosperity through
              People’ sets out a strategic vision for the region for 2010. The overall aim of the
              strategy is that by 2010 the East Midlands will have become a top twenty region in
              the European league tables for GDP per head and employment. Four key drivers of
              economic success are identified as:




                                                                                                          S T U D Y
                      Learning and Skills

                      Enterprise and Innovation

                      An Information and Communications Technology Revolution

                      A Climate for Investment

4.3           These correspond to four of the Strategy’s Strategic objectives and themes. A fifth
              is the development of sustainable communities.

              Strategic Objectives
              1.     Bring about excellence in Learning and Skills – giving the East Midlands a
                     competitive edge in how we acquire and exploit knowledge. Creating a
                     ‘learning region’ within individuals and employers who value learning and a
                     learning industry that is proactive and creative – leading, in time, to a
                     workforce that is among the most adaptable, motivated and highly skilled in
                     Europe.

              2.     Develop a strong culture of Enterprise and Innovation, putting the East
                     Midlands at the leading edge in Europe in our exploitation of research,
                     recognised for our spirit of innovation – and creating a climate within which
                     entrepreneurs and world class business can prosper.

              3.     Use the global Information and Communications Technology Revolution to
                     create the capability for everyone in the region – individuals and businesses – to
                     use information and knowledge to maximum benefit.

              4.     Create a Climate for Investment in which success breed success – providing
                     the right conditions in the East Midlands for a modern industrial structure based
                     on a combination of indigenous growth and inward investment.

              5.     Develop Sustainable Communities, empowered to create solutions geared to
                     their own needs – ensuring everyone in the East Midlands has the opportunity to
                     benefit from, and contribute to, the regions enhanced economic
                     competitiveness, thereby supporting a socially inclusive region.
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              Type of Economic Activity

4.4           Future demand for transport will be strongly related to both the type of economic
              activity taking place in the region and the location of that activity.

4.5           At present the region has a strong manufacturing base accounting for 28% of GDP




                                                                                                          M U L T I - M O D A L
              and 25% of employment, with particular strengths in food and textiles, and
              engineering sectors. Nationally these have under-performed in terms of output.
              Conversely, the region is under-represented in the high growth sectors such as
              electrical engineering, communications, finance and business services and the
              Strategy highlights the fact that the current industrial base is unlikely to deliver the
              future to which the EDS aspires.

              Location of New Economic Activity

4.6           Consistent with Spatial Strategy for the East Midlands, the Strategy includes the
              identification of sites for new industrial and other job generating development,
              including:

                      One or two large sites with international market appeal for single mobile




                                                                                                          S T U D Y
                       investment;

                      Hierarchy of sites for high technology businesses, including strategically
                       located Science Parks and new multi-purpose business parks (study in
                       progress), including provision for cluster development;

                      Sites in priority regeneration areas (including some of those referred to
                       above).

                      East Midlands Airport and surrounding areas is acknowledged as a key
                       economic asset.

4.7           Major job generators should ideally be close to areas of need, accessible by public
              transport, offer the facility of rail freight, appeal to the market with good road
              access, have attractive infrastructure capacity and where possible re-use
              brownfield land. Areas of greatest need are identified as the former coalfield
              communities, especially those in North Nottinghamshire and Northeast Derbyshire,
              the regions five cities and market towns and pockets of need in rural areas.

4.8           Specific development implications arising from the Strategy are:

                      the establishment of an East Midlands Know-How Network of knowledge
                       transfer ‘hubs’, with a specific sector, technology or sub-regional focus,
                       linked by ICT. Some of these hubs will have a specific regeneration dimension,
                       improving access to services in areas such as market towns and Coalfields.

                      regional Centres of Excellence and cluster development in sectors and in
                       technologies that are key for future prosperity – including the proposal for the
                       development of a regional urban cluster of new media and related cultural
                       industries.

                      within two years, four new business clusters operating, designed and with
                       secured planning permission for new science parks and business parks and
                       strong progression towards the 5-year targets on the new master plan for the
                       former Coalfields.


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              Transport Investment Priorities Underpinning Economic Growth

4.9           The Strategy acknowledges the considerable locational advantages of the region
              and the importance of high quality transport infrastructure in this respect. This is
              exemplified by the importance of the distribution sector in the southern part of the
              region.




                                                                                                         M U L T I - M O D A L
4.10          Appropriate investment in transport infrastructure is identified as an important
              element in seeking to ensure economic prosperity, competitiveness and
              regeneration in the region. There is a commitment to ensuring that the region’s
              transport and economic strategies are compatible. emda’s priorities for investment
              in transport are identified as:

                      investment in integrated local transport plans in the region’s main urban
                       areas to encourage high quality service interchange between modes of public
                       transport –thus enhancing their role as sustainable centres of economic
                       activity;

                      investment in rail transport to enhance links to other regions (e.g. a high
                       speed rail link to the Channel Tunnel); improve east-west rail routes (e.g. by




                                                                                                         S T U D Y
                       re-opening the Matlock to Buxton railway and Transpennine rail services,
                       upgrading the West Coast Line and investment in the Midland Mainline) and
                       extending local rail lines;

                      recognising the importance of the M1 corridor to the region and promoting
                       selective improvements in east/west road routes, linked to regeneration
                       priorities;

                      ensuring that there is suitable road and other transport access to the region’s
                       major strategic sites.

4.11          The scale and nature of the investment required will vary across the region, partly
              depending upon the nature of the economic development promoted.

4.12          Sustainable Development is an underlying theme of the Economic Strategy, and one
              which transport and land use developments can influence significantly in a number
              of ways by:

                      facilitating access to development sites by a range of transport modes for
                       both passenger and freight movement

                      supporting urban regeneration and maximising brownfield development

                      providing access to employment opportunities to communities in most need
                       (socially excluded)

4.13          The extent to which sites promoted for development can positively support these
              aims will depend upon occupier requirements and market appeal.

              East Midlands Objective 2 Programme 2000-2006

4.14          The Objective 2 Programme for the East Midlands 2000-2006 will be a key
              implementation vehicle for the Regional Economic Strategy. It includes support for
              the provision of strategic economic infrastructure, to support the Economic
              Strategy’s desire to restructure the economy, and in particular to develop a
              knowledge based economy. This aim also reinforces the need to provide high

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              quality economic infrastructure, including research, demonstration and
              development centres to link the intellectual capital in the region to the SME base.
              These facilities will make a major contribution to achieving the emda objective of
              achieving an enterprising and innovative region.

4.15          The programme also provides specific support for tourism/culture as a growth




                                                                                                      M U L T I - M O D A L
              sector where the region already has acknowledged strengths. It is considered to
              have an important part to play in the physical regeneration of parts of the region,
              and it is a sector which offers a very wide variety of jobs, many of which are
              attractive to those re-entering the labour market.

4.16          In some special cases, there is a requirement for additional access, either to
              specific sites or to access other economic links. In particular, the former will have
              an impact in the coalfields. These will be supported where exceptional socio-
              economic or environmental benefits are demonstrated.

              REGIONAL ECONOMIC STRATEGY FOR YORKSHIRE AND HUMBERSIDE

              Future Economic Development Across The Region




                                                                                                      S T U D Y
4.17          Yorkshire Forward’s RES promotes the creation of centres of excellence clustered
              around universities to increase the commercial exploitation of higher education’s
              knowledge base by the region’s businesses to achieve higher business birth and
              survival rates in the area

4.18          Further, it aims to develop specific geographical areas of integrated, sustainable
              economic growth, including a Humber Trade Zone to utilise the potential of the
              Humber ports; a Dearne Valley Development Zone extending and building on the
              strengths of the existing Enterprise Zone and the development of other strategic
              sites. Targets will be set for 2005 and 2010 for jobs created in the Humber Trade
              Zone, jobs created in the Dearne Valley Development Zone and the net hectares of
              derelict land bought into use or reclaimed. The region has a good portfolio of
              strategic sites and the task is to develop these and bring forward the next
              generation, particularly of a quality demanded by the region’s growth sectors.




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              South Yorkshire Objective 1 Programme

4.19          The individual Unitary Development Plans (UDPs) from Barnsley, Sheffield,
              Rotherham and Doncaster identify a total of around 1,740 hectares of employment
              land for development – with Doncaster providing the most employment land in




                                                                                                        M U L T I - M O D A L
              South Yorkshire. Each authority has identified a series of sites or development
              ‘areas’, which the authorities are keen to see bought forward in support of the
              continued economic development of the region (although these areas have not been
              explicitly identified as strategic priorities at the sub-regional level). The priority
              areas identified (in the SPD) adjacent to the East Midlands include:

                      Doncaster– Finningley Airport and Junction 1 M18 Lands, Lakeside/Catesby
                       Business Park; The proposal to develop Finningley is likely to attract
                       investment in east Doncaster and the M18 corridor

                      Sheffield – Lower Don Valley Land (including Sheffield Airport), Tinsley
                       Viaduct Land; The recent opening of Sheffield Airport at Tinsley has sparked
                       off the development of the Sheffield Airport Business Park (forecast to create
                       2,800 jobs). The land adjacent to the M1 comprises the largest area of
                       development opportunity within the Programme area. However the severe




                                                                                                        S T U D Y
                       congestion problems on both the M1 carriageway running through South
                       Yorkshire and at specific junctions (Junctions 33-35), if unresolved, could
                       potentially prevent the granting of planning consent for further site
                       development, in the Lower Don Valley area.

                      Rotherham MDC – Waverley Lands, Templeborough Lower Don Valley (Magna
                       Centre).

4.20          The priority areas identified are supported by a portfolio of sites supporting
              incremental development of existing industrial areas to provide a focus for future
              economic development.

              Implications for the Multi-Modal Study

4.21          It will be essential for the study team to develop a thorough understanding of
              employment sites in the M1 corridor that are likely to come forward for
              development as a result of the strategy. Information will be collected in relation to
              their size, the nature and scale of activity and employment which they will support,
              and the associated transport requirements and opportunities.

4.22          It is considered helpful to consider three categories of industrial development
              opportunities:

                      Existing development proposals and potential development opportunities over
                       a ten year period . These may include (list not exhaustive):

                             Markham Employment Growth Zone (Junction 29A)

                             Avenue Coking Works

                             Pinxton Castle

                             Penniment Farm

                             Barlborough Links


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                             Cinderhill (near Alfreton)

                             Chilwell Dam Farm

                             Sherwood Business Park

                             Stanton Iron Works




                                                                                                     M U L T I - M O D A L
                             Fosse Park

                             Meridian Business Park and Grange Park area

                             Castle Donington Power Station

                             Those identified in South Yorkshire

                      Areas of future (10-20 year) development potential. Those of which we are
                       aware, include:

                             East Midlands Airport and the surrounding

                             Lower Don Valley (various)




                                                                                                     S T U D Y
                      Planned improvements to strategic transport networks (including railfreight
                       developments at Daventry and Corby) are likely to have major developmental
                       and traffic consequences, and these will also need to be considered.

4.23          We are also aware of ongoing regional studies commissioned by EMRLGA and emda
              addressing the issue of employment land, the results of which will need to inform
              our analysis:

                      Major Investment Sites, DTZ Pieda

                      Strategic High Quality Employment Sites, Roger Tym and Partners.

                      A study on the Relationship between housing and GDP growth, Business
                       Strategies Ltd on behalf of EMRLGA and emda, will also be taken into
                       account.




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5.            SUMMARY OF EAST MIDLANDS INTEGRATED REGIONAL STRATEGY

5.1           A Consultation Draft of the East Midlands Integrated Regional Strategy (IRS) was
              published by the East Midlands Regional Assembly in April 2000. The IRS has four
              principal purposes;




                                                                                                      M U L T I - M O D A L
                      To pursue the agreed Vision for the East Midlands and provide a framework
                       for sustainable development

                      To strengthen regional partnership working and the role of the East Midlands
                       Regional Assembly.

                      Achieve consistency and the genuine integration of regional policies and
                       strategies. Develop a strategic framework that adds-value to current ways of
                       working.

                      To help gain maximum influence for the East Midlands with national
                       government, the European Union and other bodies.

              The Vision




                                                                                                      S T U D Y
              The East Midlands will be the most progressive region in Europe, recognised for
              its high quality of life, vibrant economy, rich cultural and environmental
              diversity and sustainable communities.

5.2           Progress is to be made through four themes;

                      Enterprising and innovative business that can compete in the global market
                       place, driven by the knowledge and talents of their people.

                      Communities that empower people, combat discrimination and disadvantage
                       and provide hope and opportunities for all.

                      Conserving and enhancing the diverse and attractive natural and built
                       environment and ensuring prudent management of resources now and for
                       future generations.

                      Sustainable patterns of development which enable social, environmental
                       and economic progress.

5.3           These set the broad context for the operation of policy. The 18 IRS Objectives will
              directly drive policy development. The Objectives will be used to test policies that
              are developed as part of the IRS process in order to assess whether they contribute
              towards the achievement of the Vision. Objectives will have targets attached that
              will measure the region’s progress towards their achievement. The Objectives are
              grouped into the four policy themes. Policy makers are encouraged to perform a
              Sustainability Appraisal of their strategies and policies to ensure that they
              contribute to the achievement of the Objectives across all the themes in a
              sustainable and integrated manner.




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5.4           The Regional Assembly has agreed the following Objectives. It should be noted,
              however, that the current Objectives will be periodically reviewed and refined in
              the light of changing circumstances. For example, the original three economic
              Objectives have been revised after detailed work and consultations on the
              development of the economic strategy. The Objectives are intended to serve as a
              set of sustainable development Objectives and may need to be refined over time to




                                                                                                             M U L T I - M O D A L
              satisfy this requirement.

              Social Objectives

               SO1         To ensure that the housing stock meets the HOUSING needs of all parts of
                           the community.
               SO2         To ensure that the delivery of a wide range of LIFE-LONG LEARNING
                           OPPORTUNITIES is provided for all parts of the community.
               SO3         To promote, support and sustain HEALTHY COMMUNITIES and lifestyles.
               SO4         To maximise the contribution of ARTS, CULTURE, MEDIA AND SPORT to the
                           quality of life of the East Midlands




                                                                                                             S T U D Y
               SO5         To ensure commitment and co-ordinated action to SECURE COMMUNITY
                           SAFETY and reduce crime.
               SO6         To support the development and growth of SOCIAL CAPITAL* across the
                           communities of the region

              Environmental Objectives

                EN1        To PROTECT, conserve and manage THE RICH DIVERSITY of the natural and
                           built environmental assets of the region.
                EN2        To ENHANCE and improve the ENVIRONMENTAL QUALITY of the region
                           including high standards of design and maximise the re-use of previously
                           used land.
                EN3        To MANAGE the NATURAL RESOURCES of the region including water, air
                           quality and minerals IN A PRUDENT MANNER and to seek to minimise waste
                           and to encourage re-use and recycling of waste materials.

              Economic Objectives

                EC1         To bring about EXCELLENCE IN our approach to LEARNING AND SKILLS –
                            giving the region a competitive edge in how we acquire and exploit
                            knowledge, by creating a “learning region” – with individuals and
                            employers who value learning and a learning industry that is proactive and
                            creative – leading, in time, to a workforce that is among the most
                            adaptable, motivated and highly skilled in Europe.
                EC2         To develop a strong CULTURE OF ENTERPRISE AND INNOVATION, putting
                            the region at the leading edge in Europe in our exploitation of research,
                            recognised for our spirit of innovation – and creating a climate within
                            which entrepreneurs and world-class businesses can prosper.
                EC3         To use the global INFORMATION AND COMMUNICATIONS TECHNOLOGY
                            revolution to create the capability for everyone in the region – individuals
                            and businesses – to use information and knowledge to maximum benefit.
                EC4         To create a CLIMATE FOR INVESTMENT in which success breeds success –

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                            providing the right conditions in the region for a modern industrial
                            structure on a combination of indigenous growth and inward investment.
                  EC5       To EMPOWER COMMUNITIES to create solutions that meet their needs –
                            ensuring that everyone in the region has the opportunity to benefit from,
                            and contribute to, the region’s enhanced economic competitiveness,
                            thereby supporting a socially inclusive region.




                                                                                                           M U L T I - M O D A L
              Spatial Objectives

                  SP1      To ensure that decisions about the distribution and location of activity are
                           consistent with SUSTAINABLE DEVELOPMENT PRINCIPLES.
                  SP2      To ENHANCE the region’s INFRASTRUCTURE, including maximising transport
                           choice and exploiting opportunities offered by information technology.
                  SP3      To recognise and RESPECT the DISTINCTIVE CHARACTERISTICS OF different
                           PARTS OF THE REGION and the need for regional policies to take account of
                           these.
                  SP4      To have full regard to the importance of LINKAGES between different parts
                           of the region and WITH ADJACENT REGIONS.




                                                                                                           S T U D Y
              It is not proposed that strategies should be prepared for every policy area or topic
              covered by the Regional Objectives. Instead, the IRS will provide the framework for
              regional policy making where added value can be achieved or where it is recognised
              that an issue should be addressed at the regional level. The majority of the actions
              that will help achieve the Assembly’s agreed Vision will be implemented at a local
              or sub-regional level. The key role of the IRS will be to provide clear guidance on
              policies and priorities as the regional context for more local policy development.
              Sub-regional and local partners will be encouraged to build the IRS Objectives into
              the development of their corporate programmes.

              Headline Targets

5.6           The following are draft headline targets for consultation.

              Economy

                       GDP per capita is in the top 20 of European regions

                       Employment is in the top 20 of European regions

              Social Issues

                       Deaths from Coronary Heart Disease, Stroke and related diseases in people
                        under 75 have been reduced by 40% from 1997 levels

                       X% of Year 11 pupils have attained 5 GCSE passes, grades ‘A’ to ‘C’

              Environment

                       The decline in the Region’s priority bird species has been reversed or
                        arrested.

                       There are fewer than 10 days in a calendar year when air pollution is rated
                        ‘moderate’ or ‘higher’


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              Sustainable Development Patterns

                      45% of houses are built on ‘brown-field’ land

                      X% of all trips are made using public transport




                                                                                                M U L T I - M O D A L
                                                                                                S T U D Y




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6.            REVIEW OF PROVISIONAL LOCAL TRANSPORT PLANS

              INTRODUCTION




                                                                                                          M U L T I - M O D A L
6.1           We have undertaken a review of the provisional Local Transport Plans (LTPs) and
              other transport policy documents in the East Midlands, which potentially would
              have an effect on the future travel patterns in the region. The documents reviewed
              are:

                      A New Deal for the Railways

                      Central Leicestershire – Provisional Local Transport Plan 2000-2005

                      Local Transport Plan for Greater Nottingham – City and County Council
                       Provisional Plan 2000/01-2004/05 (Joint Strategy)

                      Local Transport Plan for Greater Nottingham – County Council Provisional Plan
                       – 2000/01-2004/05 (5 year Programme)




                                                                                                          S T U D Y
                      Local Transport Plan for Greater Nottingham – Nottingham City Council
                       Provisional Plan – 2000/01-2004/05 (5 year Programme)

                      North Nottinghamshire Provisional Local Transport Plan, Nottinghamshire
                       County Council

                      Derby Joint Local Transport Plan 2000/01 – 2004/05

                      Provisional Local Transport Plan (Leicestershire County Council) – Towards an
                       Integrated Transport Policy, July 1999

                      Provisional Local Transport Plan (Leicestershire County Council) – Principal
                       Road Major Maintenance Bid, July 1999

                      Provisional Local Transport Plan (Leicestershire County Council) – A511 Ashby
                       Bypass Stage 2, July 1999 Supplementary Information and Appraisal

                      Provisional Local Transport Plan for Derbyshire – Derbyshire County Council

              OVERVIEW OF LOCAL TRANSPORT PLANS

6.2           The study area is covered by 6 provisional Local Transport Plan (LTP) areas:

                      Greater Nottingham – Nottingham City and surrounding County areas;

                      Central Leicestershire – Leicester City and surrounding County areas;

                      Derby Joint LTP area – Derby City and surrounding County areas;

                      North Nottinghamshire;

                      Leicestershire County outside Central Leicestershire; and

                      Derbyshire County outside the Derby Joint LTP area.

6.3           The three joint plans were well received by DETR demonstrating good practice in
              joint working between the city and county councils. In addition the three cities

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              have well-established formal and informal joint working arrangements. This
              enables the cities to co-ordinate their activities in a number of areas including:

                      the development and presentation of demand management policies;

                      the development of regional parking policies; and




                                                                                                       M U L T I - M O D A L
                      input to joint LTP targets.

6.4           Although the provisional plans represent a preliminary stage in the development of
              the full Plans, several observations can be made. Transport strategies across the
              study area vary in their nature according to the balance between sustainability and
              the need to foster economic activity. The Central Leicestershire and Greater
              Nottingham LTPs are based on strategies with clear aspirations to reduce traffic
              growth while developing public transport systems which will maintain good levels of
              accessibility to and within the city centres. The Derby joint LTP has adopted a
              similar approach, placing great emphasis on an integrated approach which defines
              this balance.

6.5           There is some prospect of one or more of the authorities adopting a road
              user/workplace parking charge strategy and this potential will need to be




                                                                                                       S T U D Y
              considered as part of the study. The northern part of the study area is
              characterised by different social and economic conditions where accessibility is
              more of a key issue in defining the balance between economic development and
              sustainability.

6.6           The main points of interest for this study are grouped into specific areas for all
              relevant documents and these are detailed below. (NB. This section reflects the
              position at the time of the presentation of the Provisional LTPs rather than the
              current position post – decision letter. Further dialogue will continue with the local
              authorities to ensure that we are familiar and up to date with the current position.)

              TARGETS FOR TRAFFIC REDUCTION

6.7           In the short to medium term, the Greater Nottingham Provisional LTP strategy is
              designed to reduce person trips by car to the Inner Area from 73% to 63%. Half of
              this reduction is forecast to arise from the introduction of the Nottingham Express
              Transit (NET) Line One. A further 2% to 3% are expected to switch from car to buses
              as a result of the benefits offered via bus quality partnerships and the introduction
              of bus priority schemes. Other contributions to a switch to public transport usage
              are expected as a result of improvements to the Robin Hood Line and GNARDS and
              the introduction of greater park and ride provision. Increased car-park charges and
              reductions in highway capacity help improve the share of public transport.




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6.8           The Central Leicestershire Provisional LTP defines five targets for the year 2005
              (with respect to the base year 1995) that can be used to measure the eventual
              success of the strategy plan:

                      Decline in am peak car trips to the City centre of 5%




                                                                                                       M U L T I - M O D A L
                      Growth in peak and off-peak bus trips to the City centre of 10%

                      Increase in cycle usage from 3% of all trips to 6%

                      Fall in total accident casualties by at least one third (from 1985 base)

                      Reduction of child accident casualties (outside of cars) by 25%

6.9           The Derbyshire Provisional LTP has a target to reduce the annual growth in road
              traffic to 1% below the national growth rate by 2011 based on 1988 figures.

6.10          There is no recent traffic model of the Derby Joint LTP area that could provide an
              assessment of existing and forecast traffic levels, instead TEMPRO and the DETR’s
              SPOT programme will be used. Hence it is currently difficult to define targets for




                                                                                                       S T U D Y
              traffic reduction. However, anticipated targets include reductions in the 1998 base
              year growth rates of; car trips to the city centre, traffic entering Derby City area
              and specific LTP areas of concern.

              TRAFFIC MANAGEMENT AND DEMAND RESTRAINT

              Urban Traffic Control Systems

6.11          In Greater Nottingham the City/County UTC system is providing bus priority at a
              number of traffic signals. The current SCOOT system 3.1 is planned for upgrade to
              version 4.2 which will offer better bus priority capabilities and the estimation of
              vehicle emissions.

6.12          In Central Leicestershire the City/County UTC system also utilises the SCOOT system
              3.1. Closed circuit television cameras at strategic locations and car park monitoring
              and messaging augment this. The UTC development strategy focuses on three
              aspects: integration, information and innovation.

6.13          At present, Derby City Council does not operate a UTC system in the city. A recent
              study concluded that full implementation would cost around £1.7 million. The local
              authority investigation continues.

              Reallocation of Highway Capacity

6.14          In Greater Nottingham the development of NET Line One will have significant
              impact on highway access. Capacity for private car trips is further reduced by the
              ongoing introduction of bus-lanes.

6.15          Capacity reductions and better pedestrian facilities on the Leicester Central Ring
              Road have resulted in reduced flows without causing unacceptable delays. Following
              the outcome of this approach, further schemes will be considered with a view to
              improving economic development in the run-down areas outside the Ring Road.




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6.16          Reallocation of highway capacity does not feature significantly in the Derby Joint
              LTP. A modest number of bus priority measures will be introduced over the Plan
              period, slightly reducing highway capacity for car users.

              Road User Charging




                                                                                                       M U L T I - M O D A L
6.17          Nottingham, Leicester and Derby City Councils have formed the “East Midlands 3
              Cities Working Group” to co-ordinate work on transport issues. Nottingham City and
              Nottinghamshire County Councils do not intend to make use of road user charging.

6.18          The Leicester Environmental Road Tolling Scheme (LERTS) has been successfully
              concluded. The Central Leicestershire LTP makes no reference to any permanent
              form of road tolling.

6.19          Both Derby City and Derbyshire County Councils expressed interest in becoming a
              pilot authority for road user charging and workplace parking levies.

              Parking




                                                                                                       S T U D Y
6.20          Nottingham City council recently successfully completed a pilot project status to
              investigate the introduction of a workplace parking-levy. The parking strategy is in
              line with PPG13 and PPG6 in trying to balance the aim of reducing car use with the
              need to maintain access to the City for shoppers and visitors. Increased parking
              charges at City Council car parks are the main instrument of achieving the desired
              level of usage.

6.21          In September 1999, Leicester City Council began charging for on-street parking
              within the Central Ring Road. Residents parking schemes will eventually encircle
              the city centre. It is proposed to decriminalise parking enforcement city-wide by
              2003, an essential pre-requisite of the introduction of workplace parking levies.

              MAJOR PUBLIC TRANSPORT SCHEMES

6.22          The first LTP for Central Leicestershire will contain a bid for a major public
              transport scheme (cost approximately £20-£30m) which will provide quality public
              transport alternatives at a series of park and ride sites at the interface between the
              motorway and the trunk road network and the urban area. The scheme includes
              comprehensive bus priority measures on radial routes in the city centre and the
              application of advanced telematics to provide traffic and travel information,
              including a network of VMS sites.

              LIGHT RAIL MASS TRANSIT

6.23          Funding for the Nottingham Express Transit (NET) Line One was secured in
              December 1998 via PFI. The project will be undertaken by the private sector
              consortium Arrow Light Rail Limited, with construction beginning in July 2000.

6.24          Nottingham Express Transit (NET) Line One runs from Hucknall, North of Nottingham
              to the railway station in the city centre. There is also a branch to the Phoenix
              Centre at Cinderhill (Junction 26 of M1). There will be 23 stops on the line, 5 of
              these will be Park and Ride sites offering a total of 3000 car park spaces. The LRT
              vehicles will have a capacity of 230 people, these will be segregated from other
              traffic in the outer urban areas. There will be on-street running in Nottingham City
              centre.

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6.25          Line One is projected to carry up to 30,000 passengers per day and remove 2 million
              annual car journeys. Eventually, further extensions to this new LRT network are
              expected.

              DEVELOPMENT OF THE HEAVY RAIL NETWORK




                                                                                                    M U L T I - M O D A L
6.26          Between 1993 and 1998, eleven new rail stations were opened on the £28 million
              development of the Robin Hood Line. The project included the re-opening of 32
              miles of line between Nottingham and Worksop including 2.5 miles of new track
              between Newstead and Kirkby. The Greater Nottingham LTP states that “Patronage
              continues to grow significantly on this highly successful line”. In July 1999, 3000
              passengers per day were using the service. Peak trains are often full, constraining
              further growth. Significant mode switching has been achieved with 37% of peak time
              passengers formerly using car. The LTP reference to the Line being highly
              successful is in terms of passenger numbers, it is not successful in revenue terms.

6.27          In Leicestershire the Ivanhoe Line Stage 1 service connecting Leicester and
              Loughborough opened in 1994. The development of Ivanhoe Line 2 connecting
              Leicester with Coalville and Burton on Trent has suffered much delay and it is
              unlikely that a bid for Rail Passenger Partnership funding will be made this year.




                                                                                                    S T U D Y
              However, the local authorities will be pressing for improvements to the Nuneaton-
              Leicester line including a new station a Blaby. In addition, a new station at
              Kibworth on the Midland Main Line is proposed in the LTP.

6.28          The Derbyshire County provisional LTP includes a major heavy rail scheme of
              regional and national importance. The proposal is for the re-opening of the
              Matlock–Buxton Railway. Feasibility studies into the re-opening of the line and its
              possible use as a national freight corridor are on-going at the present time.

6.29          There are currently no proposals affecting the heavy rail network within the Derby
              Joint LTP area.

              MAJOR HIGHWAY IMPROVEMENT SCHEMES AND DE-TRUNKING

              Highway Improvements

6.30          The Nottingham Western Outer Loop Road (NWOLR) will be improved (2000/01) on
              the A6002 Coventry Lane and the adjoining part of the A6007 Ilkeston Road. The
              scheme involves improving 1.6 km of the existing single-carriageway and will
              include provision for cyclists and pedestrians.

6.31          The North Nottinghamshire provisional LTP includes a proposal for a major new
              road, the Mansfield Ashfield Regeneration Route (MARR) to the south and west of
              Mansfield.

6.32          There are no proposed highway improvement schemes for public funding in the
              Central Leicestershire LTP area.

6.33          The A6 Alvaston Bypass trunk road links the existing A6 Derby Spur with the A5111
              at Raynesway forming a bypass for Alvaston District Centre. The scheme completion
              date is estimated as October 2003.

6.34          The major highway proposal in the Derbyshire LTP is the proposed new Junction 29A
              on the M1 motorway associated with the Markham Employment Growth Zone.

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6.35          In the Derby Joint LTP scheme commencement for the Derby Spur Extension is
              planned for 2004/05. This scheme is a continuation from the Derby Spur North trunk
              road beyond the A5111 Raynesway junction to connect with the A6 London Road
              Diversion.

6.36          The Derby Joint Local Plan proposes a link from the junction of the A514 and A564




                                                                                                        M U L T I - M O D A L
              Derby Southern Bypass to Wilmore Road at the Rolls Royce complex. Road
              construction is to be jointly funded by developers.

              De-trunking

6.37          As a result of the Government’s Trunk Road Review, published in July 1998 by the
              DETR, the following three roads in Greater Nottingham are to be detrunked: A606
              from the Tollerton roundabout on the A52 Ring Road to the A46 at Widmerpool; the
              A60 / A614 North from Woodthorpe Drive; the A6514 Ring Road (A52 / QMC to
              Valley Road / Mansfield Road).

6.38          In the Central Leicestershire LTP Area, the main proposals are the detrunking of the
              A6 and the A47 east of Leicester. The Derby Joint LTP lists four sections of road for
              detrunking within the Plan Area. These are: the A6 Shardlow Road; A516 Uttoxeter




                                                                                                        S T U D Y
              Road (west from A38); A52 Ashbourne Road (west from A38); A6 Duffield Road –
              north from A38. Within Derbyshire the A52 west of Derby, the A6 and the A61 are
              all non-core.

              INTEGRATED TRANSPORT

              Park and Ride

6.39          In Greater Nottingham Park and Ride is a key component of NET Line One. With its
              introduction, two of the five existing bus based P&R sites (Forest and Phoenix Park)
              will be served by tram. The existing P&R site at Hucknall, which currently serves
              the Robin Hood Line, will be expanded to ease integration with the NET. New rail
              based park and ride sites are proposed at up to five rail stations. These are: Ilkeston
              North, Ilkeston South, Gedling, Attenborough and Bingham.

6.40          Central Leicestershire has only one full-time bus-based park-and-ride site. This
              extremely successful scheme is located at Meynell’s Gorse on the A47 Hinckley
              Road. Informal rail based park and ride has existed at stations for many years. The
              provisional LTP includes firm commitments for the development of three park and
              ride sites. These are: bus-based park and ride from the Fosse Park area to Leicester
              City centre (A5460 Narborough Road); bus-based park and ride from Birstall to the
              city centre (A6 north); and rail-based park and ride at the proposed new rail station
              at Blaby on the A426 Lutterworth Road.

6.41          The long-tern aim of the in the Derby Joint LTP is to provide Park and Ride facilities
              on all the main radials into the city. Two services are already established, The
              Meteor Centre park and ride receives support for morning peak operation then
              operates commercially after 0900 hours. The Pride Park and Ride has been
              established quite recently. It is intended that the development of Park and Ride
              sites will be linked to bus priority measures along radial routes.

6.42          The A516 Uttoxeter Road in Derby is seen as the corridor of highest priority for the
              introduction of Park and Ride. Bus priority measures are already in operation on the
              route. This scheme is unlikely to be funded until year three of the Plan programme.

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              Interchange

6.43          In Greater Nottingham easy transfer between modes will improve the attractiveness
              of public transport. Nottingham, Bulwell and Hucknall rail stations will be
              developed to cater for the modal interchange between NET line One, heavy rail and
              bus services. A new bus and coach station is also planned as part of the Broad Marsh




                                                                                                       M U L T I - M O D A L
              Shopping Centre redevelopment in Nottingham city centre. New rail interchange
              facilities will also result from the GNARDS project. A proposed railfreight
              interchange at Toton is included within the Structure Plan. The Highways Agency is
              investigating the feasibility of a direct connection to the A52.

6.44          The full Central Leicestershire LTP will provide a detailed strategy for improving
              transport interchange. Included in the strategy will be details of a new bus
              interchange and access facility at the London Road Railway station.

6.45          In the Derby Joint LTP plans for a new bus station are included as part of a major
              redevelopment plan of the Morledge and Cock Pitt area of Derby. The bus station
              environment will be of high quality offering smooth bus access and priority
              measures on the approaches.




                                                                                                       S T U D Y
              Derby City Centre Strategy

6.46          The Joint Derby LTP makes reference to a City Centre Transport Strategy. The LTP
              includes consultation details for a major Integrated Transport Project for the city
              centre, including bus priority, completion of transport links and traffic management
              measures. The scheme is aimed at reducing traffic passing through the city centre
              and improving conditions for other users. WS Atkins is currently advising the City
              Council in connection with developing the project.

              SAFER ROUTES TO SCHOOLS

6.47          Nottinghamshire County Council road safety education programme is outlined in the
              School Travel Plan initiative. This enables a package of road safety education
              measures and infrastructure improvements to be tailored to the needs of each
              individual school.

6.48          Leicester City Council has a programme of improvements to walk and cycle route to
              all schools.

6.49          Since 1997, Derby has undertaken a “package of physical improvements” coupled
              with an education and training programme at five infant and junior schools.
              Physical improvements include improved street lighting, introduction of crossing
              patrols, new pedestrian and cycle facilities, traffic calming, better signing and road
              markings. This programme will continue to be extended to other local schools.

              BUS QUALITY PARTNERSHIPS

6.50          “Bus Quality Partnerships – A Strategy for Greater Nottingham” was adopted in
              December 1997. Corridors have been identified for improvement and classified as
              being of short, medium or long term priority.

6.51          Quality Bus Partnerships have operated in Central Leicestershire for a number of
              years. It is proposed that the current make-up of the partnership be reviewed and
              strengthened. Emphasis will be given to improving the bus fleets and services.

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6.52          In the Derby Joint LTP area, a draft strategy has been approved and partnerships
              are under development between the local authorities and the main bus operators
              Trent and Arriva.

              RAIL QUALITY PARTNERSHIPS




                                                                                                      M U L T I - M O D A L
6.53          The Greater Nottingham LTP states that a pre-qualification bid to the Rail
              Passenger Partnership fund will be made during 1999/2000 focussing on the
              following three elements, which are in harmony with the Transport White Paper and
              Rail Passenger Partnership criteria published by OPRAF.

6.54          The Greater Nottingham local authorities see enhancement of the rail services on
              the Robin Hood line, as a complementary measure to the introduction of the NET.

6.55          Implementing the Greater Nottingham Area Rail Development Strategy (GNARDS);
              The objective of GNARDS is to improve passenger rail services in the Nottingham
              Travel to Work Area. This will be achieved by opening new rail stations and
              providing new rail services. In partnership with Derbyshire CC, Railtrack and Central
              Trains, the initial objective is the development of a new rail station at Ilkeston to
              be served by existing Nottingham – Sheffield services possibly as early as 2001.




                                                                                                      S T U D Y
6.56          It is envisaged that Rail Quality Partnerships will be developed throughout the
              Greater Nottingham Plan area. Focus will be given to three areas for improvement:
              the rail service, the station environment, and access to and from the station. Work
              on developing firm proposals has started, these are to be included in the Rail
              Passenger Partnership pre-qualification bid.

6.57          The local authorities in Central Leicestershire have established a Rail Development
              Partnership with the privatised railway industry.

6.58          Derby City Council and Derbyshire County Council are currently working with rail
              operators with the aim of forming formal rail partnerships. Within the Derby Joint
              LTP area, rail is currently a relatively minor mode, but has a much greater strategic
              role to play. There are currently only three rail corridors in the Derby Joint LTP
              area limiting options for local travel. Consultants are carrying out a “Public
              Transport Options Study” to determine a public transport strategy for all travel
              corridors into Derby.

              GREEN TRAVEL PLANS

6.59          Development of the Nottingham City Council and Nottinghamshire County Council
              green transport plan programme, includes promoting the use of a Commuter
              Planners Club. The club aims to encourage organisations to adopt commuter plans.
              The establishment of the Nottinghamshire Green Transport Plan Forum reinforces
              this approach.

6.60          In May 1999, Leicestershire County Council launched its green travel plan with a
              questionnaire survey of 1800 staff. Analysis of this survey will provide information
              and results on which the travel plan will be based. Green travel plans are also under
              development by the District and Borough Councils. There are few other major
              employers with travel plans in the Leicestershire LTP area. Through the use of local
              initiatives, it is hoped to raise the profile of the importance of green transport
              plans.



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6.61          As part of the city challenge program that ran from 1993 to 1998, Pride Park was
              the main development area contained within Derby City Council’s bid. The Pride
              Park area included residential areas to the south of Derby. The development is
              proving a great success in achieving its three main objectives of: creating jobs,
              improving homes and enhancing the quality of life. Working together with
              businesses on Pride Park, the City Council is developing green travel plans to




                                                                                                      M U L T I - M O D A L
              encourage reduced reliance on car travel.

6.62          Derby City Council has recently met with several large local employers (Rolls Royce,
              Adtranz, the Health Authority and Prudential Bank) to discuss the development of
              green travel plans.

              TAXIS AND PRIVATE HIRE VEHICLES

6.63          In 1999, 900 taxis and 1500 private hire vehicles served the Greater Nottingham LTP
              area. Since 1995 all city taxis in the LTP area have been required to be London Cab
              style ensuring accessibility for wheelchairs. This requirement has resulted in the
              Greater Nottingham taxi fleet being one of the most modern in the country.
              Because of the adverse effect on bus service operations, taxi operators are
              currently not permitted to use bus-lanes.




                                                                                                      S T U D Y
6.64          Leicester City Council imposes quality controls on taxis operating within the city.
              Hackney carriages over eight years old and private hire vehicles over five years old
              will not be licensed unless they are maintained to exceptionally high standards.
              Vehicles must also undergo a six monthly mechanical check. Hackney carriages are
              allowed to use bus lanes.

6.65          Taxi related transport issues in Derby, such as the use of bus-lanes, will be
              considered in consultation with the operators as the strategy plan develops.

              VOLUNTARY AND COMMUNITY TRANSPORT

6.66          Nottingham City Council and Nottinghamshire County Council both provide dial-a-
              ride schemes with wheelchair access. There are also over 20 voluntary car and
              minibus schemes throughout the County. However, these schemes do not cover the
              whole Greater Nottingham LTP area. This can be addressed partly by encouraging
              operators to improve accessibility to conventional buses by incorporating some
              DIPTAC vehicle features.

6.67          Central Leicestershire has many existing schemes in operation to complement
              conventional public transport services. It was not possible to produce a strategy for
              inclusion in the provisional LTP. It is hoped that guidance will be given by the
              Quality Bus Partnerships to help define a strategy for integrating these voluntary
              schemes with other transport modes.

6.68          The Derbyshire local authorities provide around £0.3m revenue support in
              acknowledgement of the need for a Community Transport service. The target for
              Derbyshire is to increase the number of people who have access to, and use,
              community transport by 3% by the end of 2005 based on 1988 figures.

              WALKING AND CYCLING

6.69          In November 1997, Nottinghamshire County Council produced its “Cycling Strategy”
              and in March 1999 Nottingham City Council published an integrated “Walking and

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              Cycling Strategy”. A main objective is to integrate the cycle network with other
              transport modes. Greater Nottingham currently boasts 100 km of cycle route
              network that has improved cyclist’s safety. Progress continues on creating the
              Greater Nottingham leg of the Millennium Cycle Route with the final section being
              in place by June 2000. The Nottingham Ring Road cycle track is due for completion
              by the Highways Agency in 2000. The National Cycle Strategy is also supported




                                                                                                        M U L T I - M O D A L
              which aims to double cycling mode share by 2002 and double it again by the year
              2012.

6.70          The Greater Nottingham LTP seeks to promote walking, particularly for short
              distance trips. A network of protected Rights of Way is envisaged.

6.71          Leicester and Leicestershire have adopted a joint walking and cycling strategy. Over
              £5m will be invested in the next 5 years.

6.72          In the Derbyshire LTP, the strategy for cyclists is designed to meet the national
              target across the county as a whole, for doubling cycling by 2002 and doubling it
              again by 2012. The target for pedestrians is to increase by 10% the number of
              pedestrian crossings with facilities for the disabled.




                                                                                                        S T U D Y
6.73          The Walking Strategy for the Derby Joint LTP area consists of a series of actions for
              the local authorities. Actions include improving safety, signing, lighting, landscaping
              and maintenance.

6.74          The Derby Joint LTP identifies a Strategic Cycle Network (SCN) that links the city
              centre to rural areas. In addition to progress on the completion of the SCN, the LTP
              makes annual provision for the installation and maintenance of secure cycle
              parking.




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7.            CONSULTATION RESPONSES

              INTRODUCTION




                                                                                                       M U L T I - M O D A L
7.1           Information regarding key issues of concern about travel in the corridor has been
              elicited in a number of ways. Six mechanisms have been employed as follows:

                      six group discussions in different parts of the area;

                      five workshops of WRG representatives at different locations within the study
                       area;

                      a reply-paid questionnaire distributed to a sample of users of M1 service
                       areas;

                      face-to-face interviews with a sample of long-distance coach and rail
                       passengers at different locations within the study area;

                      an audit of earlier consultation exercises; and




                                                                                                       S T U D Y
                      newsletters for distribution throughout the area.

              DISCUSSION GROUPS

7.2           To determine the views of the general public regarding travel and transport issues
              and problems in the corridor, and to investigate potential solutions, six group
              discussions have been held with those who normally travel by car, and those who
              make most of their journeys by public transport. One group in each category was
              held in:

                      Leicester;

                      Nottingham; and

                      Chesterfield.

7.3           Recruitment was carried out in the streets of each town. Recruiters worked to a
              quota which ensured that the group members were evenly split by gender and
              encompassed a wide spectrum of ages from 17 to beyond retirement. Some group
              members were in employment, some in full-time education, seeking work,
              housewives or the retired.

7.4           The groups were held in hotels during the week beginning 6th March 2000. Each
              person attending received a fee of £20. Those unable to make their own way to the
              venue had taxis provided free of charge. The public transport orientated groups
              commenced at 18.30. The car user groups started at 20.00. Each of the groups
              continued for 70-80 minutes, and were recorded on tape. A discussion guide was
              used to ensure that each group covered the same topics, although there was no
              attempt to structure the discussion to follow a particular order. The guarantee of
              total confidentiality helped to stimulate each session.

7.5           Many were more concerned with transport and travel in their own locality but
              everyone had experienced the M1. The motorway was perceived to have many
              problems resulting in serious congestion and delays. For some, previous experience


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              coupled with the anticipation of problems meant that they tried to avoid travelling
              on the M1.

7.6           It was acknowledged that much depended on the time of day and day of week.
              Friday evenings were unanimously declared the worst time. Conditions at the
              weekends were generally considered easier, though travelling on Sunday evenings




                                                                                                         M U L T I - M O D A L
              could be problematic.

7.7           The causes of the problems were suggested as roadworks - actual and threatened -
              accidents, and traffic speed. It was noted that no one is actually taught to drive on
              motorways. Pressures of work, particularly among 'reps' were also blamed for poor
              driving standards. Heavy goods vehicles were thought to cause problems, with the
              demise of most rail freight regretted. Burgeoning retail outlets adjacent or close to
              motorway junctions were perceived as encouraging traffic.

7.8           Long distance train services were generally well considered.                Difficulties
              encountered included overcrowding, poor connections and, above all, the cost.
              Some had tried train travel and were deterred from making future trips. Others did
              not consider travelling by rail, perceiving the fare levels to be beyond their means.




                                                                                                         S T U D Y
7.9           Local bus services were reportedly unreliable and infrequent, with poor standards
              of vehicles. Information was difficult to obtain. The proliferation of bus companies
              was reported to cause confusion and complaint, particularly with respect to the
              non-availability of interchangeable tickets.

7.10          Long distance buses and coaches were generally viewed favourably. Cheaper than
              train travel, they tended to be relatively fast, with the availability of on-board
              facilities mitigating the need to stop. Major criticisms of coach travel were that it
              tended not to be direct, offered limited comfort with respect to legroom, and was
              more expensive than travelling by car.

7.11          A wide range of solutions were offered with respect to travel problems in the
              corridor. Widening of the M1 and, indeed, more road building, were rarely
              suggested and generally rejected. Support for a four lane M1 was only in the
              context of rigid lane allocation - two for HGVs and coaches and two for private
              vehicles.

7.12          There were suggestions that heavy traffic, if it could not be transferred to rail,
              canal or even sea, should be restricted to certain times - at night and only Monday-
              Friday.

7.13          Driving standards, it was advocated, should be addressed, with significantly more
              severe penalties for speeding and drink/drugs related driving. Increasing the
              driving age to 18 was suggested as was the imposition of driving tests for everyone
              aged 50 or more.

7.14          Achieving a mode shift was considered impossible by some, as drivers were
              perceived to be wedded to their cars and unlikely to stop using them short of a
              total ban. Prerequisites to encouraging anyone to use public transport were
              encouragement and confidence. High quality services had to be in place before
              anyone would consider using them rather than the car.

7.15          Top of the list was that of cost - fare levels generally would, it was suggested, have
              to be reduced considerably. There was, however, little expectation that this would


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              happen, given that all the operators were not in the private sector. The profit
              motive was thought incompatible with good quality, affordable transport services.

7.16          Bus lanes and park and ride services were, on the whole, thought to have a role to
              play in encouraging people to make less use of their cars. It appeared to some,
              however, that traditional public transport services were now too tarnished with the




                                                                                                       M U L T I - M O D A L
              reputation of being poor quality and expensive, to such an extent that new modes
              of transport would be required to achieve a positive impact.

7.17          Trams and monorail systems were both suggested. Virtually all group members
              were aware of the Sheffield Supertram, which was attributed with successfully
              regenerating the economic vibrance of the city, despite early financial difficulties.
              Greatest interest and enthusiasm was reserved for monorail systems which would
              not compete for road space, but would provide an exciting new travel option.

7.18          A separate report documenting the responses from the initial round of public
              consultation was submitted to the PMG in April 2000.

              WIDER REFERENCE GROUP WORKSHOPS




                                                                                                       S T U D Y
7.19          The wider reference group consultations aimed to ensure that the scope of the
              study addresses all of the full range of issues, problems, opportunities and solutions
              which are perceived as important.

7.20          Four consultation group meetings were held with 34 attendees in total. The levels
              of attendance at the workshops varied between 6 (Chesterfield) and 15
              (Nottingham). The organisations represented a wide range of differing views: local
              authorities, environmental groups, the police and emergency services, local interest
              groups and transport providers (see Table 7.1). It is noticeable that attendance
              from the business community was disappointing, reflecting consultation experiences
              elsewhere.




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                           Table 7.1: Organisations represented at WRG workshops
                            Category                                      Group represented
                            County Councils                               Nottinghamshire County Council
                                                                          Derbyshire County Council




                                                                                                                            M U L T I - M O D A L
                            District/Borough Councils                     North West Leicestershire District Council
                                                                          Charnwood Borough Council
                                                                          Blaby District Council
                                                                          Corby Borough Council
                                                                          Broxtowe Borough Council
                                                                          Derby City Council
                                                                          South Derbyshire District Council
                                                                          City of Nottingham

                            Parish Councils                               Breaston Parish Council
                                                                          Castle Donington Parish Council

                            Emergency Services                            Leicester Fire & Rescue Services
                                                                          Notts Fire & Rescue Service




                                                                                                                            S T U D Y
                                                                          Derbyshire Constabulary

                            Interest Groups                               CPRE
                                                                          East Midlands Environment Link
                                                                          Transport 2000
                                                                          Transport Activists Roundtable
                                                                          Railway Development Society
                                                                          CTC Right to Ride
                                                                          Nottinghamshire Wildlife Trust
                                                                          National Federation of Bus Users

                            Business                                      Anthony Aspbury Associates
                                                                          Nottingham Development Enterprise

                            Transport                                     Nottingham City Transport
                            Operators/Providers                           Railtrack
                                                                          Midland Mainline
                                                                          Highways Agency
                                                                          British Waterways

                            Other Authorities                             Nottingham Health Authority
                                                                          Countryside Agency
                                                                          Peak District National Park Authority




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7.21          Four questions were asked of each group in structured discussions. Each attendee
              was encouraged and given the opportunity to speak on each question on behalf of
              the organisation that they represented. Flip chart notes taken during the meetings
              are reproduced in Appendix C.




                                                                                                       M U L T I - M O D A L
               (a)     How important is movement within the corridor to you or your
                       organisation – which are the most important trips that are being made in
                       the corridor? (The role of corridor)
7.22          Most participants saw the role of the M1 corridor as supporting accessibility to the
              area and supporting the economic base. The M1 is seen as necessary to enhance
              competition with other areas and to provide access to markets, particularly within
              the European Union. The role of the M1 as part of the UK motorway network was
              recognised. The corridor is noted for its significance for the movement of long-
              distance freight. It is also important for commuter travel.

7.23          Some delegates felt that this strategic role should be challenged. They believed
              that the role of the corridor as a conduit for through traffic should be discouraged.
              Local indigenous economic growth should therefore be encouraged in order to
              reduce freight movements in the corridor and to reduce travel demand in general.




                                                                                                       S T U D Y
7.24          There appear to be a number of potentially conflicting roles for the corridor. It
              must cater for both long and short distance movement; local and national journeys;
              and for both freight and passenger movement.

               (b)     What are the main problems facing people wanting to travel in the
                       corridor today? (Current problems)
7.25          Congestion on the M1 was perceived to be the major transport problem, leading to
              unpredictable journey times for road users. One cause is the use of the M1 for local
              journeys especially commuting. Notable problems arise at junctions 21/21a, 24 and
              29. As a result of the congestion, traffic is diverting to unsuitable roads in the
              corridor. Other roads are also adversely affected. The A1, A14, A38, A42, A453,
              A46, A50, A52, A6, A61, A617 were all mentioned in this regard. Buses are delayed
              as a result of congestion leading to unreliability of services; a doubling of some bus
              journey times has occurred.

7.26          Particular problems are associated with access to the East Midlands Airport; 98% of
              journeys there are by car due to poor access by public transport. Rail access to
              Manchester Airport is also uncertain. Business parks at junctions on the M1 lack
              public transport access, leading to additional congestion as well as social exclusion.

7.27          Although the north-south rail network is considered good, east-west movements are
              difficult. The quality of the public transport alternative to car-use is perceived to
              be poor while rail fares are considered to be too high. Interchanges are poor at
              many locations. The closure of Nottingham Victoria station was considered to be a
              backward step. Some places, such Breaston, Corby and Coalville for example, were
              felt to warrant no station. Capacity constraints exist at other places on the rail
              network as well. Public transport accessibility from rural areas and small towns into
              the cities was considered to be especially poor. Furthermore, few inter-urban bus
              services are available. Bus services suffer from delays due to congestion as well as
              poor information provision.




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7.28          Perhaps surprisingly environmental issues, such as noise and pollution, were not
              highlighted as concerns to any degree; the groups were more concerned with the
              operational problems of the regional transportation network.

                (c) What do you think will be the issues in 5-10 years time? (Emerging issues)




                                                                                                      M U L T I - M O D A L
7.29          The wider reference group identified some issues that are not specific to the region
              such as the level of political commitment; rising petrol prices; and possible road-
              user charging. Technical developments were also likely to have an impact
              including: Smart cards; and guided vehicles.

7.30          The siting of industrial developments is seen to be a major issue. Speculative
              development is thought likely to cause particular problems since the end-use may
              well be a major traffic generator. Growth at the airport will lead to additional
              traffic as well as the development of Magna Park. The regeneration of Fosse Park
              and the development of Chilwell Farm are expected to be potential sources of
              traffic growth. Additionally three applications for regional storage/distribution
              centres have been made in the area, for example at Castle Donington power
              station, which could also generate extra traffic. Rail freight terminal developments
              at Daventry (DIRFT) and Corby Eurohub as well as the Toton interchange will




                                                                                                      S T U D Y
              generate further HGV traffic.

7.31          The consultees believed that low-density housing development would cause
              problems. The need to provide for 40,000 households (partly as a result of reduced
              household size) in Greater Nottingham exemplifies this. However, this could be
              influenced by stronger control of such development, for example higher densities
              and the use of brownfield sites.

7.32          The main rail development affecting the region in the future might be the proposed
              Central Railway and the extent to which it might reduce HGV movements. Tinsley
              (Sheffield) rail freight terminal will have an impact. Possible future changes in the
              franchising arrangements were not considered to be an important issue.

7.33          Significant planned public transport developments are limited to the introduction of
              the NET (Nottingham Express Transit) which will have a geographically restricted
              impact.

7.34          The Parkway at East Midlands Airport could either generate or reduce traffic levels
              in the area: it depends upon access. If longer-distance public transport services to
              the airport do not improve then more people will be encouraged to drive to the
              Parkway since the parking available will encourage car access.

7.35          As a result of these developments increasing congestion on the M1 and other roads
              is anticipated.

7.36          Social trends, such as tele-commuting, were not identified as emerging issues but as
              potential solutions (see section D below).




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             (d)       What should the authorities be doing, for best effect, in trying to
                       improve travel conditions in the corridor? (Possible solutions)
7.37          A variety of possible measures for the M1 and the surrounding road network have
              been proposed but none received unanimous support. Suggestions include: bus/lorry
              lanes on the M1; additional crawler lanes up inclines; restricting access at some M1




                                                                                                        M U L T I - M O D A L
              junctions (but they disadvantage freight traffic by restricting access and cause
              diversion onto local roads); introducing area-wide traffic management including the
              A1(M); motorway tolling (but this may cause diversion); lower traffic speeds; ramp
              metering (but this may cause diversion); widening the M1 may be an option (but this
              could lead to problems nearby if local traffic diverts onto the motorway); and
              redesigning junctions to separate long-distance traffic from local traffic, possibly by
              local access roads.

7.38          Local highway measures proposed include:

                      introducing parking charges at out-of-town centres;

                      managing traffic more restrictively;




                                                                                                        S T U D Y
                      introducing workplace parking charges;

                      introducing HOV lanes (but with effective policing);

                      more effective enforcement of traffic regulations to improve efficiency of the
                       road network (e.g. speed limits);

                      introducing approach information to the M1 (VMS to warn of congestion);

                      building a ring road for Chesterfield; and

                      using porous asphalt for example to create quiet roads near to residential
                       areas.

7.39          Greater use of existing waterways for freight/water taxis was suggested as a
              possible means of reducing congestion. Allowing 44 tonne lorries to have access to
              inland waterway terminals for transhipment might reduce longer-distance road
              freight movements.

7.40          Attendees considered that access to the airport by public transport needed
              improving. In addition, access from remote terminals, for example railway stations,
              with direct links to the airport should be enhanced. Developing a Travel Plan for the
              airport was recommended.

7.41          The attractiveness of bus travel could be enhanced by better public transport
              information e.g. real-time. Other general improvements include:

                      improved reliability;

                      improved co-ordination of public transport especially bus to bus connections;

                      reducing driver shortages on buses (which exist due to low morale);

                      speeding up the timescale to build bus lanes; enforcing bus lanes more
                       effectively (cf. Red Routes in London);

                      making bus lanes full day;

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                      improving interchanges with rail;

                      ensuring that bus stops are waterproof, clean and cater for low floor buses;
                       and

                      using developer contributions for public transport improvements etc.




                                                                                                        M U L T I - M O D A L
              Specific improvements that were recommended include:

                      introducing integrated ticketing e.g. Trent and Nottingham City buses;

                      bus lane and priority measures for cross-region routes;

                      improving radial bus routes; and

                      improving the Ashby to Derby bus route (with 10 minute frequencies).

7.43          Several general rail improvements were suggested all designed to maximise rail use:

                      allowing local authorities to increase rail revenue support; increasing rail
                       investment in the East Midlands (compared with the West Midlands);




                                                                                                        S T U D Y
                      making public transport information more user-friendly;

                      improving safety/security for access to stations;

                      providing free track access for train operators;

                      introducing a simplified fare structure and lower prices; preventing rail land
                       sales;

                      introducing sleeper train to take cars for longer journeys;

                      introducing lorry trains (piggyback); and

                      promoting rail freight.

7.44          Specific passenger rail improvements recommended included:

                      expanding Leicester station capacity; re-signalling of the MML;

                      re-opening Corby station and re-opening an historic alternative route to
                       London;

                      refurbishing Loughborough station including lengthening platforms;

                      encouraging ticket interoperability e.g. the Matlock/Derby route currently
                       fails to provide this;

                      increasing capacity at Nottingham Station; restoring rail services e.g. Long
                       Eaton supermarket access;

                      developing the rail/bus station link in Derby; restoring stations e.g. Long
                       Eaton Town & Ilkeston;

                      building stations at Clay Cross, Pyebridge, Ivanhoe and Swadlincote;

                      introducing a Leicester to Burton service; improving the Derby to Sheffield
                       stopping service;

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                      linking East Midlands Airport to Donington Park; and

                      improving the links to Eurostar.

7.45          Parkway stations are also needed e.g. at East Midlands Airport and integrated with
              P+R. Another Parkway is needed near the A50 and new Derby Parkway may be




                                                                                                          M U L T I - M O D A L
              needed (but was not recommended by attendees).

7.46          Rail freight could be expanded by:

                      promoting Central Railway for freight movement (although it would need 4
                       tracks);

                      using the Toton sidings as well as a Willington depot for rail freight;

                      developing an inter-modal site in the area (but not near Derby);

                      developing a freight route from Felixstowe onto the WCML via Peterborough;

                      developing a rail link to Toyota; and




                                                                                                          S T U D Y
                      Improving the financial incentives for rail freight (by increasing the Freight
                       Facilities Grants) were also recommended.

7.47          Measures to persuade people to change travel behaviour were suggested:

                      making car-use less convenient; encouraging flexible working; developing the
                       use of the Internet and e-commence;

                      encouraging home deliveries (but this may cause local congestion);

                      changing the car-dominated culture (by introducing a “hearts and minds”
                       campaign to encourage people to live near their work);

                      changing recruitment practices to encourage local recruitment;

                      encouraging the development of Travel Plans (but their effectiveness needs
                       monitoring);

                      reforming the taxation of public transport assistance;

                      raising the driving test standards (e.g. increase age restriction) to reduce car
                       use;

                      increase road tax to promote public transport use; promoting TravelWise in
                       the region; and

                      ensuring more effective education of drivers to reduce car-use.

7.48          Land-use measures to reduce travel demand suggested included:

                      encouraging high-density developments in towns;

                      using S106 agreements to ensure the provision of bus services;

                      discouraging speculative developments (around EMA but not in coalfields);
                       and

                      reforming the planning system.
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7.49          The workshops proposed a range of measures to deal with specific problems.
              Although some strategic measures were mentioned, for example reducing traffic
              levels nationally, such comments were rare.

              VIEWS OF KEY STAKEHOLDERS




                                                                                                      M U L T I - M O D A L
7.50          Surveys were undertaken of users of the M1 at four service stations in the study
              area, and of public transport users, including bus and coach and rail users, at local
              bus and rail stations. People were asked to provide details of their opinions about
              travel in the corridor and brief personal details and features of their current trip
              were also collected. Details of the survey findings are briefly summarised in the
              following paragraphs. Attempts were also made to arrange a joint meeting with the
              local authorities to discuss land-use development and issues related to the local
              economy. This proved not to be possible within the time frame for the scoping
              study. This dialogue would continue after the scoping stage.

7.51          Members of the PMG took part in a Strategic Choice workshop on 19th April 2000.
              The workshop was the first opportunity for the PMG to examine the study
              objectives, explore key problems and issues that have to be addressed by the study
              and to begin to consider the broad strategy options that exist that may ameliorate




                                                                                                      S T U D Y
              or resolve problems.

              VIEWS OF USERS OF THE M1

7.52          To enhance the picture of characteristics of M1 travel, drivers stopping at the four
              Motorway Service Areas within the study corridor were invited to complete and
              return a post-back questionnaire.

7.53          The four service areas of relevance were:

                      Leicester Forest East, between J21 and 22 operated by Welcome Break,

                      Donington Park, between J23 and 24, operated by Granada,

                      Trowell, between J25 and 26, operated by Granada, and

                      Tibshelf, between J28 and 29, operated by Roadchef.

7.54          Fieldwork took place between Monday 10th April and Saturday 15th April inclusive.
              Each site was covered on a weekday and Saturday. A total of 8,000 questionnaires
              were distributed, to the drivers of private and commercial vehicles, as they entered
              the respective buildings. The following summary of findings represents those
              analysed for the 724 responses received by the end of April.

7.55          Drivers were told the survey was being carried out on behalf of the Government
              Office for the East Midlands and invited to complete the form and return it on the
              way back to their vehicles, or to post it back at a later date.

7.56          Response was encouraged by a free prize draw.            All completed returned
              questionnaires were entered into a draw for one of four £25 cash prizes, which has
              subsequently been drawn and prizes forwarded to the winners.

7.57          The questions, were laid out on one side of an A4 card and covered the following
              topics:


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                      origin and destination;

                      journey frequency;

                      whether the journey is always made by car;

              




                                                                                                     M U L T I - M O D A L
                       reasons for mode choice;

                      whether the journey is always made on the M1;

                      reasons for choosing the M1 today;

                      ratings of the journey in terms of:

                             volume of traffic;

                             overall journey time;

                             roadworks delays; and

                             accident delays.




                                                                                                     S T U D Y
                      how the journey compares with previous experience and why;

                      whether an alternative mode was available; and

                      circumstances in which alternative mode/route would be used.

7.58          Car users had a slightly higher travel frequency than public transport users. Some
              6% made the journey everyday; 8% made the journey at least once a week; 22%
              made the journey every 1-3 months; 11% made the journey every 4-6 months; 11%
              made the journey every 7-12 months. Around 13% made the journey less often than
              yearly and a further 19% had made the journey for the first time.

7.59          When asked if they always made the journey by car, 89% said that they did. The
              reason they chose to travel by car was for convenience. Respondents were asked if
              they always made this journey on the M1, 78% saying yes.

7.60          When asked why they chose to travel on the M1 on the survey day, the most
              common response was that convenience was a consideration (36%) and 11% of
              respondents stated that cost was a consideration.

7.61          Respondents were asked to rate their journey in terms of volume of traffic, overall
              journey time, roadwork delays and accident delays. In terms of volume of traffic
              68% of respondents felt that their journey was good or very good. In terms of
              journey time, 79% felt it was good or very good. As far as delays were concerned,
              73% felt their journey was good or better than average. Accidents, were not a
              problem on the survey day, as only 4% of respondents thought their journey was
              affected.

7.62          Respondents were asked how they would compare their journey with those at other
              times. 45% felt that it was better or much better than usual, with a majority
              thinking it was about the same as usual.

7.63          Of those that felt their journey was about the same as usual, 42% felt that this was
              because the journey was time-dependent (i.e. travelling at certain times during the
              day was better than others). Of those that felt their journey was much better or
              better than before, approximately a third cited less traffic as the reason. Of those

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              that felt their journey was worse than before, 27% felt this was due to more traffic.
              For those that felt their journey was very bad, 29% stated that this was due to hold-
              ups.

7.64          Respondents were asked whether they could make the journey using another means
              of transport. Some 35% stated that they could have travelled by train; 15% stated




                                                                                                           M U L T I - M O D A L
              that they could have travelled by coach or bus, but almost half stated that they had
              no alternative to the car (49%).

7.65          Of those that stated they could have travelled by train or coach, cost, better public
              transport and cheaper public transport were the main reasons that would make
              them consider changing their mode.

              VIEWS OF USERS ON PASSENGER TRANSPORT SERVICES

7.66          The attitudes of travellers joining long distance bus and coach services and train
              services were canvassed in three centres:-

                      Leicester;




                                                                                                           S T U D Y
                      Derby; and

                      Nottingham

7.67          Fieldwork was conducted between Wednesday 5th April and Saturday 15th April. A
              random sample of passengers awaiting long distance services was interviewed at
              each location, divided between a weekday and a Saturday.

7.68          The questions cover the following topics:-

                      Origin and destination;

                      Journey purpose;

                      Journey frequency;

                      Usual mode of travel;

                      Reason for mode choice;

                      Rating of the journey in terms of:

                            Journey time;

                             Comfort;

                             Convenience; and

                             Speed.

                      Frequency of travel in the corridor by passenger transport in the last year;

                      Availability of a car for these journeys;

                      Circumstances in which more frequent journeys would be made;

                      Likelihood of making more frequent journeys in the next year; and


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                      Likelihood of making these journeys by passenger transport.

              COACH USERS

7.69          Respondents were asked the main purpose of their journey. The majority of
              respondents were visiting friends or relatives (50%). The second most important




                                                                                                     M U L T I - M O D A L
              response was ‘Leisure’ (18%). All the other options had a response rate of less than
              10%.

7.70          Respondents were asked how often they made the journey between the two places
              they were travelling between on the day of the survey. Just under 20% of
              respondents said that it was the first time they had made the journey with a similar
              proportion saying that they made the journey every 4-6 months and that they made
              the journey every 1-3 months. Only 4% of respondents made the journey every day.

7.71          When asked which ‘means of travel do you usually use to make the journey you are
              making today?', the majority of coach respondents stated that they usually use the
              coach (80%).

7.72          When asked ‘why did you choose to travel by coach today?’ a third of the




                                                                                                     S T U D Y
              respondents replied that price was a reason. A further 28% stated ‘ease’ as a
              consideration and 20% that they did not have a car available.

7.73          Respondents were asked how they would rate their journey, from very good to very
              bad, in terms of journey time, comfort, convenience and cost. People were
              generally happy with their journey, including the fare.

7.74          21% of respondents thought that their journey was very good in terms of time, with
              another 52% rating it as good. Only 8% rated their journey time as bad and a
              further 2% as very bad.

7.75          In terms of comfort, 21% of respondents thought their journey was very good and
              another 56% thought it was good. Fewer than 5% thought their journey was bad or
              very bad. In terms of convenience, over half thought their journey was good and
              over a quarter said their journey was very good. Again, less than 5% thought rated
              their journey as bad or very bad. Approximately half the respondents thought their
              journey in terms of cost was good and 36% of respondents considered their journey
              to be very good. Very few perceived that cost was too high, with only 4% of
              passengers rating it as bad or very bad.

7.76          Those who perceived their journey to be bad or very bad were asked to state why.
              Comfort and journey time were the most commonly stated problems (23% and 40%
              respectively).

7.77          Respondents were asked how often they had made long distance journeys in the
              Chesterfield/Derby/Nottingham/Leicester corridor in the last year by coach. 16%
              replied that it was the first time they had done so. Only 5% made a long distance
              journey by coach every day.

7.78          Just under half of the respondents never had a car available for the journey. 26%
              stated that they sometimes had a car available and 17% said they always had a car
              available, even though they had travelled by coach.

7.79          Respondents were asked in what circumstances they would be likely to make more
              frequent journeys in the corridor. Just under half stated that they would not do so
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              under any circumstances. Other responses were fairly negligible,               with
              friends/relatives the next highest response (9%) and changing job (8%).

7.80          When asked how likely it was that they would make a journey in the corridor again,
              42% of respondents replied that it was likely or very likely. However, 45% of
              passengers felt that they were quite unlikely or definitely would not make the




                                                                                                     M U L T I - M O D A L
              journey again.

7.81          Of those passengers that thought they would make the journey again, 67% thought
              they were very likely or likely to make the journey by coach.

              TRAIN USERS

7.82          Visiting friends/relatives was the most common journey reason (39%), followed by
              leisure (18%).

7.83          Just under 20% of respondents replied that they made the journey every month,
              with similar proportions saying that they made the journey every 1-3 months or that
              it was the first time they had ever made the journey.




                                                                                                     S T U D Y
7.84          Train was the usual mode for most respondents (84%). Car driver was the usual
              mode for just under 10% of respondents and all other modes had a negligible
              response.

7.85          Ease of travel was the most common reason for travelling by train (35%) or speed
              (21%).

7.86          Passengers were generally happy with their journey with respect to journey time,
              comfort and convenience. Three-quarters felt that their journey time was good or
              very good. Just over 10% felt it was bad or very bad. In terms of comfort 78% stated
              it was good or very good. As far as convenience is concerned 85% considered their
              journey was good or very good. Less than 5% considered their journey was bad in
              terms of convenience and nobody thought it was very bad.

7.87          Respondents were most concerned about the cost of their journey. 62% felt that the
              cost of their journey was good or very good. However, 15% felt their journey costs
              were bad or very bad with the remaining 23% neutral.

7.88          Almost 20% of respondents made their journey once a month and just over 20%
              made the journey every 1-3 months. Only 4% of respondents made the journey
              everyday and for 9% it was the first time they had ever made the journey.

7.89          Just over a quarter of respondents always had a car available for the journey while
              44% never had a car available.

7.90          When asked in what circumstances would you be likely to make more frequent
              journeys in this corridor 36% said they would not make more frequent journeys in
              any circumstances.

7.91          When asked how likely it was that they would make more frequent journeys in the
              corridor, 45% thought it was unlikely or very unlikely that they would. 17% did not
              know and 38% thought that they would. Almost 20% stated that lower fares would
              mean they would make more journeys.


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7.92          Of those that thought it likely that they would make more frequent journeys in the
              corridor in the next 12 months, over three-quarters felt they would make the
              journey by train. Only 8% thought they would be unlikely to use the train or
              definitely not use the train.

              CONSULTATION AUDIT




                                                                                                        M U L T I - M O D A L
7.93          To ensure that the study benefits from earlier consultation exercises, an audit was
              conducted of the recent work of local authorities represented on the WRG to see if
              the results of other consultation activity could contribute to the work of the study.
              The authorities contacted were as follows:

                      Ashfield District Council

                      Blaby District Council

                      Bolsover District Council

                      Derby City Council

                      Derbyshire County Council




                                                                                                        S T U D Y
                      Leicester City Council

                      Leicestershire County Council

                      Mansfield District Council

                      North East Derbyshire District Council

                      North West Leicestershire District Council

                      Nottingham City Council

                      Nottinghamshire County Council

7.94          Several pieces of recent research or consultation are of relevance to issues raised in
              the M1 corridor multi-modal study. These are covered in the next few paragraphs.
              Documentation considered included the following:

                      Blaby District Local Plan and Statements of Decisions and Reasons in Respect
                       of Objections

                      Leicestershire, Leicester and Rutland Structure Plan Draft Report of Publicity

                      Central Leicestershire Local Transport Plan Public Participation Stage 1 Final
                       Report

                      A Strategic Development Study of the Area Surrounding Castle Donington, East
                       Midlands Airport and Donington Park Racetrack.

                      North West Leicestershire Local Plan - Proposed Modifications and Statement
                       of Decisions and Reasons

                      Nottingham City Council and Nottinghamshire County Council LTP - 5 year
                       programmes and Joint Strategy.



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              Leicestershire, Leicester and Rutland Structure Plan 1996-2016

7.95          An extensive consultation exercise was mounted Sept-Nov 1998, with leaflets, web-
              site, press releases, exhibitions and presentations to/meetings with interest groups.
              Key stakeholders sent a questions paper, and invited to a seminar.




                                                                                                      M U L T I - M O D A L
7.96          Proposals for walking, cycling and public transport were generally approved, with
              some suggestion that public transport should have equal priority - or there should
              be no priority.

7.97          Railways and new stations had support. Some people objected to the omission of
              bypasses for a number of villages to towns. It was regretted that only two transport
              choice corridors had been identified. For Loughborough, the position of the town in
              relation to the M1, East Midlands Airport and the opportunities for high tech
              development at the University were put forward as main reasons for more
              development. It was recognised that environmental constraints also needed to be
              considered.

              Leicestershire LTP Public Consultation




                                                                                                      S T U D Y
7.98          On-street interviews were conducted with 1,622 people in the City Centre and other
              locations across Central Leicestershire.

7.99          87% wanted more spent on public transport and 78% wanted more spent on walking
              and cycling. Too many vehicles was perceived as the most severe problem and
              better bus services achieved the highest rating as a priority for investment. About
              half didn’t want any changes to road space allocation, but there was some support
              for buses and pedestrians getting more. Whilst many acknowledged that traffic
              growth cannot continue unchecked, people still tended to believe that it is every
              person's right to use their car, and that car users should not be penalised further.
              Those who are in favour of car constraint tend to be more actively involved in the
              community.

              NW Leicestershire District Council

              A Strategy Development Study of the Area Surrounding Castle Donington - 1999

7.100         Three surveys were carried out - household, employees and employers - and a
              consultation exercise was undertaken which involved meetings with local
              community groups.

7.101         Employers thought road improvements the most important measures and viewed
              strategic road links as the most favoured infrastructure projects. Most were in
              favour of increased employment in the area.

7.102         Most people in the household surveys strongly supported improvements to both the
              strategic and local road networks. The expansion of motorway related storage and
              distribution was least favoured. The community groups saw traffic as by far the
              most important problem and the perceived inadequacy of the surrounding network,
              compounded by the poor quality of public transport. The current transport
              infrastructure could not cope with substantial investment beyond existing
              commitments, and the airport and other established local businesses would suffer
              from the resulting congestion.

7.103         Improvements to the transport network should include:
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                      measures to reduce congestion at key points "(e.g. the Motorway
                       intersections)"

                      traffic management measures to reduce speeds and related noise and air
                       pollution; and




                                                                                                      M U L T I - M O D A L
                      substantial improvements to public transport including a Parkway station on
                       the Midland Main Line and a frequent bus link to both the airport and Castle
                       Donington.

              LTP for Greater Nottingham Joint Strategy 1999

7.104         Preparation of the 1998/9 TPP included a survey of nearly 2,500 people.

7.105         The results indicated that even in one car owning households, public transport plays
              an important role for members of the household without access to the car. There is
              a new awareness of the desirability of restricting car use. Many of those supporting
              lower bus fares were on low incomes. Those who had struggled to buy a car could
              not afford the choice of using buses, especially when travelling with a family.




                                                                                                      S T U D Y
7.106         Park and Ride was strongly supported, though some regular bus and train users
              resented the possibility that they may be charged more for shorter distances and
              parking at stations. Whilst there was strong support for bus lanes, people were not
              so convinced that cycles, taxis and lorries should be allowed to use them. The need
              to improve all aspects of the transport network for people with accessibility
              problems was appreciated widely.

              PROJECT NEWSLETTER

7.107         A draft of the first Edition of the Newsletter was produced and circulated to the
              members of the Project Management Group. This process raised a number of issues
              about how the project should be presented including how it should be described to
              the public.

7.108         It was decided to produce 35,000 leaflets which have been distributed though the
              local councils, transport operators and other members of the Wider Reference
              Group. More general communication with the public in the East Midlands area will
              be though local media (newspapers, local radio etc). The Newsletter is called
              "News Update" and has the full title of the project (North-South Movement in the M1
              corridor in the East Midlands) as a sub heading. The newsletter is dated "Spring
              2000". Other references to the study will refer to "North-South Travel in the East
              Midlands" for short.

7.109         The first newsletter includes a return postage paid questionnaire. The returned
              comments will be analysed and reported to the PMG.

              CONSULTANT WEB SITE/E-MAIL FACILITY

7.110         A consultant study web site went on-line on 30 May 2000. The site address is:
              www.east-midlands-multi-modal-study.org.uk . The site has a ‘Home Page’ giving
              the full study title and providing links to other pages providing background
              information to the study, the study team, news items etc. Links would be provided
              to study publications, including reports and newsletters as well as to the GOEM and
              DETR web sites. The web site address has been publicised on the first study
              newsletter.
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7.111         A study e-mail address has been set up as m1mms@wsatkins.co,uk. This address
              would be published on newsletters and would be provided on the web home page.




                                                                                                M U L T I - M O D A L
                                                                                                S T U D Y




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8.            OUTPUTS FROM THE PMG WORKSHOP

              OBJECTIVES FOR THE STRATEGY DEVELOPMENT EXERCISE




                                                                                                         M U L T I - M O D A L
8.1           As part of the Scoping Phase of the project a workshop was held with PMG
              members. Facilitated by the consultants the workshop set out to consider the
              following preliminaries to the strategy development process:

                      the background to land use and development planning and the local economy
                       in the East Midlands and the critical inter-relationships with transportation
                       affairs;

                      the objectives for the strategy development process; and

                      the main decision areas or areas of choice available to the stakeholders in the
                       project in trying to resolve or ameliorate current and predicted movement
                       problems in the corridor

8.2           The workshop was successful in introducing some of the critical issues for the




                                                                                                         S T U D Y
              project and identifying the areas for further work in developing the strategy. These
              are summarised in the following paragraphs. In due course a further workshop is
              planned, after the consultant team has undertaken more work on some of these
              issues, when some will be re-addressed by the PMG in developing its first thoughts
              on the nature of the interventions (schemes, policies) available and the ways in
              which they might best be “packaged” together in alternative strategies.

              INTERACTIONS BETWEEN ECONOMIC, LAND-USE AND DEVELOPMENT,
              ENVIRONMENTAL AND TRANSPORTATION ISSUES

8.3           The discussion started by looking at the main interactions between transport, land
              use and economic activity. The main points raised in the discussion, which identify
              characteristics of the study area are listed below.

              Economic

                      Need to think on a regional basis

                      Educational attainment in area is not good

                      Decline in manufacturing

              Land-use/Development

                      Area does have sites with potential for development

                      Choice over dispersal/concentration of employment

                      East Midlands Development Agency keen on clustering development e.g. at
                       Airport

                      Aim to locate jobs in areas such as coalfields

                      “Twinkys” (Two Incomes No Kids Yet) willing to occupy town centre locations



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              Social

                      Quality issues – attractiveness and “status” of residential locations, quality of
                       schools

                      High tolerance of poor travel conditions




                                                                                                           M U L T I - M O D A L
                      Choice: upskilling workforce in less well off areas (e.g. coalfields) vs
                       promoting migration

              Transportation

                      Transport system takes the “strain” of economic uncertainty/mobile
                       workforce

                      Viability of public transport

                      Accessibility for mobility impaired

8.4           The discussion was a wide ranging one. It was generally accepted, however, that
              the relationship between transport, land use and economic activity is central to




                                                                                                           S T U D Y
              tackling the issues in the study area. There are a number of critical questions that
              need to be addressed in the study of which the following were identified at the
              meeting:

                      whether it is possible to move jobs to areas of high unemployment or whether
                       it is more appropriate to enable people to travel from those areas to where
                       the jobs are;

                      there is possibly a tension between the south of the study area (the three
                       cities and the airport) and the northern coalfields area; and

                      it is necessary to find a balance between the interests of rural areas and
                       those of the cities.

              OBJECTIVES FOR THE STRATEGY DEVELOPMENT EXERCISE

8.5           The over-arching vision for the study is set out in the Integrated Regional strategy:
              “The East Midlands will be the most progressive region in Europe, recognised for
              its high quality of life, vibrant economy, rich cultural and environmental diversity
              and sustainable communities”. This was accepted to be a definitive statement of
              vision, of which the study should take due account.

8.6           It was also accepted that the transport policy environment in which the study is
              being undertaken is defined by the Government’s own NATA (New Approach to
              Appraisal) conditions:

                      To protect and enhance the built and natural environment;

                      To improve safety for all travellers;

                      To contribute to an efficient economy, and to support sustainable growth in
                       appropriate locations;

                      To promote accessibility to everyday facilities for all, especially those
                       without a car;


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                      To promote the integration of all forms of transport and land-use planning,
                       leading to a better, more efficient transport system.

8.7           In discussing the specific objectives for the strategy development exercise the PMG
              identified several objectives:




                                                                                                      M U L T I - M O D A L
                      Integration between modes:

                            optimising the use of modes

                            making the most efficient use of each mode

                            improving choice (for travellers)

                      Facilitating the national role of the M1 motorway

                      Concentrating movements on the most suitable routes

                      Supporting the regional economy (facilitating and enabling growth)

                      Providing the transport conditions to self-start economic regeneration




                                                                                                      S T U D Y
                      Developing sustainable communities

8.8           But the delivery of each objective was considered to be subject to certain
              constraints. The objectives must be:

                      Affordable (through both public and private funding)

                      Deliverable

                      Timely

                      Consistent to maintaining safety

8.9           While this identification of objectives highlighted relevant issues the task of
              examining them in detail, demonstrating consistency with others of relevance from
              the regional strategy documents and national policy has yet to be accomplished.
              This process begins in part 2 of this report and will progress across the strategy
              development stage of the project.

8.10          The object of the workshop was to begin the ongoing process of strategy
              development. The approach used is designed to do this by helping the PMG and
              consultants to:

                      think through the issues in a rational manner;

                      to develop a perspective of the “structure” of the set of problems affecting
                       movement in the corridor today and in future;

                      to identify the ways by which they may be ameliorated; and

                      to reach decisions about what could perhaps be done for best effect.




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8.11          The workshop’s purpose was also to help identify, at this early stage of the project,
              the nature of the critical issues which would need to be rationalised in the
              subsequent stages in order that a firm view of methodology of the study could be
              provided in the scoping report.




                                                                                                      M U L T I - M O D A L
8.12          The workshop will be followed up by a further one in the next stage of the work,
              designed explicitly to determine a perspective of the nature of the strategy options
              available and their relative significance in terms of economic, land-use and
              development, and social considerations, before beginning the full analysis.

              KEY DECISION AREAS FOR THE STUDY

8.13          The list below shows the main areas in which decisions need to be reached as
              identified at the workshop. The areas have been grouped together under a set of
              headings. Compiling this list, by reference to the results of the consultation work
              and the review of the regional strategies and the LTPs, only represents the first
              stage in the process and the consultant team will undertake further work to refine
              the list before re-addressing it with the PMG at the next workshop. For example,
              the list includes both fairly detailed issues and more strategic ones and these will




                                                                                                      S T U D Y
              be distilled to represent the key decision areas. In addition, the process of
              describing what decision options are available for each area was only begun at the
              workshop and further work will also be done to take this forward in the next stage
              of work.




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                Area                                                            Decision

                Road
                Inter-urban tolling on Motorway                                 Yes/No, method,
                                                                                time of day, etc




                                                                                                      M U L T I - M O D A L
                Motorway improvement schemes on hold                            Yes/No/Modified
                Motorway capacity and management of roadspace/junctions
                Management of other roads in hierarchy
                Complementary/consequential measures on other roads
                (including walking/cycling)
                Bypass for Kegworth
                New Motorway junction between 29 and 30
                Traffic control systems – use of IT

                Public Transport
                Rail capacity and management of use
                Provision of public transport infrastructure – bus and coach
                Ticketing and fares




                                                                                                      S T U D Y
                Inter-urban public transport
                Mass transit passenger systems

                Land Use
                Land Use allocations: what, how much, where, when?

                Freight
                Freight routing

                Multi-modal
                Access to airports
                Interchange and inter-modal locations
                Use of tolling revenues (if any)
                Park and Ride

                Demand Management
                Demand management measures

                Compatibility
                Compatibility/influence of other multi-modal studies


              ENVIRONMENTAL CONSIDERATIONS

8.14          It is intended that the environmental considerations should be integrated into the
              study as it progresses, rather than being tacked on at the end during an appraisal of
              the proposals. This would be a similar approach to that successfully used in project
              environmental assessment.

8.15          Owing to the scale of the study there would need initially to be a strategic
              approach to the assessment.      This will become steadily more detailed as the
              specific options are identified.

8.16          It is proposed that environmental work should take place in 3 stages as follows:
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                      collection of existing environmental data;

                      strategy development; and

                      appraisal of options.




                                                                                                        M U L T I - M O D A L
8.17          It is anticipated that the relevant local plans will provide information on the broad
              constraints and opportunities for improvement that exist in the study area. This
              will be supplemented by site visits. Constraints information of a strategic nature
              will be collected, for example, SSSIs, AONBs, Green Belts and Mineral Areas etc.
              Individual local designations are unlikely to be highlighted.

8.18          The output from this stage of the work is envisaged to comprise a strategic
              constraints plan which illustrates the key environmental problems, constraints and
              opportunities for enhancement. The constraints plan will be supported by a
              schedule of environmental features and opportunities identified which will explain
              the importance and relevance of the particular feature to the study.

8.19          These outputs will then be fed into the strategy development phase to inform the
              process of identifying options. It will also be possible to use this information during
              the second consultation process.




                                                                                                        S T U D Y
8.20          It is anticipated that the third interaction will be during the Option Appraisal stage.
              At this time, the Guidance on the Methodology for Multi-Modal Studies will be used
              to undertake a full appraisal of the proposals. It is anticipated that the
              methodology for strategies will be used. During this period there will need to be a
              ‘design-freeze’ so that all the option evaluations can be carried out on the same
              proposals.

8.21          The output from this stage would be an Appraisal Summary Table, together with
              supporting appraisal tables and where appropriate supporting text.

              Data Requirements

8.22          Environmental information will be extracted from the relevant Local or Unitary
              Development Plans in the M1 corridor. Further information will be collected during
              a site visit and from other environmental authorities, for example the Environment
              Agency.




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                                                       IN THE EAST MIDLANDS – SCOPING REPORT

PART TWO

9.            RESULTS OF SCOPING PHASE




                                                                                                                                M U L T I - M O D A L
              INTRODUCTION

9.1           This second part of the report is concerned with the implications arising from the
              scoping exercise and begins with a summary of the key findings of the exercise.

9.2           The scoping exercise has been wide ranging and included the Strategic Choice
              workshop with members of the Project Management Group of 19th April 2000.

9.3           In this chapter we bring together the issues discussed in the previous chapters in
              Part 1 of the report. In subsequent sections we set out our recommendations for
              the following stages of the study in so far as they represent further refinement of
              the methodology put forward in our original proposal or additional work that
              appears to be necessary.




                                                                                                                                S T U D Y
              PROBLEMS AND OPPORTUNITIES AND THE OBJECTIVES FOR THE STRATEGY

              Summary of problems, issues and potential opportunities

9.4           Through the workshops a wide range of issues were discussed. These have been
              categorised and summarised in Tables 9.1 and 9.2. Tables 9.1 and 9.2 are not
              intended to be exhaustive, but rather those problems and potential solutions
              identified at this early stage. Further research would be carried out during
              subsequent stages of the study to identify other possible solutions to problems.

                                          Table 9.1: Summary of main problems
                                                   Local Issues                           Strategic Issues
                Environment                             Congestion on M1 & access           Business parks are car-
                                                         roads                                dependent, especially in
                                                                                              vicinity of M1
                                                        Diversion onto local roads
                                                         occurs                              Air/noise pollution a concern
                                                        Bypasses for some towns and         National Air Quality targets
                                                         villages to improve
                                                         environment/conditions
                Accessibility                           Buses are delayed in                Access to airport by public
                                                         congestion leading to                transport is restricted
                                                         unpredictable journey times         Social exclusion results from
                                                        Few inter-urban bus services         poor public transport access to
                                                         available                            jobs at business parks
                                                        Access by bus from rural areas      Rail/bus fares are considered
                                                         into cities is difficult             too high
                                                        Perception that “too many
                                                         vehicles the cause of
                                                         congestion problems”
                                                        Transport system remains
                                                         inadequate for many people
                                                         with mobility impairments


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                Integration                             Capacity at railway stations         Inter-operability of public
                                                         and the network is inadequate         transport ticketing is lacking
                                                        Bus/rail interchanges are poor
                Economy                                 Road freight delayed in              Need to provide access to
                                                         congestion                            markets, in order to make East




                                                                                                                                M U L T I - M O D A L
                                                                                               Midlands attractive to
                                                        Limited access to rail/water-
                                                                                               investors.
                                                         freight services
                                                        Road system inadequate in
                                                                                              Need to direct or facilitate
                                                         places, e.g. business view of         freight to rail.
                                                         need for improvement of              Need to integrate road
                                                         access to East Midlands Airport       network with other modes, to
                                                         (also a national issue)               increase choice for freight
                                                                                               generators.
                                                                                              Potential for greater
                                                                                               demarcation of approved
                                                                                               freight corridors.
                                                                                              National function of M1 should
                                                                                               be challenged in favour of
                                                                                               regional requirement (NB -a




                                                                                                                                S T U D Y
                                                                                               view from the WRG
                                                                                               subsequently rejected by PMG
                                                                                               in view of remit of study
                                                                                               being specifically to improve
                                                                                               conditions for movements of
                                                                                               national significance)
                Safety                                  Low enforcement of traffic           Road Casualty Reduction
                                                         regulations                           Targets.
                                                        Security on public transport.




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                             Table 9.2: Summary of possible areas for investigation
                Infrastructure & Service Provision                        Other Policy Areas
                General:                                                  Economic:
                     Substantial improvements to public                   Integrated transport in urban areas with high




                                                                                                                                M U L T I - M O D A L
                      transport infrastructure and services                   quality interchange opportunity between
                                                                              modes
                     Improvements to the road network
                                                                             Rail investment within/beyond the region
                     Improvement to entire transport network
                      for mobility impaired people                           Selective road improvements for east-west
                                                                              movements, especially for regeneration
                     Travel demand management measures
                                                                             Suitable road and public transport access to
                     Travel education
                                                                              major strategic sites
                     Information and communications
                                                                             Support for regional airports, transfer of
                      technology
                                                                              traffic from SE airports
                     Improve accessibility between
                                                                             Support for tourism and culture as growth
                      employment, homes and services
                                                                              sector
                                                                             Maximise brownfield site use for development
                                                                              purposes




                                                                                                                                S T U D Y
                                                                             Develop sustainable communities
                                                                             Opportunity for high-tech development foci
                                                                              for business and learning e.g. Loughborough
                Rail:                                                     Environmental and Social:
                     Improvements to rail system capacity                 Recognise/respect distinctive characteristics
                                                                              of different parts of the Region
                     Several railway stations need expansion
                      while new stations need to be built e.g.               Conserve and enhance the diverse and
                      Corby & Loughborough                                    attractive natural and built environment –
                                                                              enhance environmental quality
                     Access to railway stations by all modes
                                                                             Enable the creation/extension of
                     Rail services e.g. the Leicester to Burton
                                                                              communities that empower people – access to
                      service
                                                                              life-long learning, housing needs met,
                     Better public transport information                     community safety, social inclusion, healthy
                     A simplified fare structure & lower prices              lifestyle, cultural contribution
                      Ticket interoperability (with                          Cost of public transport
                      buses/coaches)
                                                                             Inter-urban tolling
                     An airport Parkway station
                     Improvements to integrated public
                      transport access to the airport
                     Promote the use of rail-freight including
                      developing more freight terminals and
                      expanding existing ones
                     Central Railways




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                Bus/(Coach):                                              Land-use Planning:
                     More effective bus priorities to improve               Integration with transport planning
                      reliability e.g. speeding up bus lane
                                                                             Location and spatial distribution of activity to
                      provision & introducing all-day operation
                                                                              follow sustainable development principles
                      of bus lanes
                                                                             Higher density housing developments in towns
                     Integrated ticketing to improve




                                                                                                                                 M U L T I - M O D A L
                                                                              possibly on brownfield sites
                      integration
                                                                             Office developments in town centres
                     Improved bus/coach interchanges with
                      rail and bus to bus connections                        Use S106 agreements to promote public
                                                                              transport provision
                     Improve comfort levels on inter-urban/
                      long distance journeys                                 Discourage speculative developments around
                                                                              airport


                Road:                                                     Travel Plans:
                     Measures to reduce congestion at key                   Changing travel behaviour by “hearts and
                      points in the network especially                        minds” campaigns etc.
                      motorway junctions                                     Behavioural changes could arise from changes
                     More effective management of traffic in                 in recruitment & working practices
                      the corridor, combined perhaps in
                                                                             A Travel Plan for the airport and other areas




                                                                                                                                 S T U D Y
                      association with the A1
                                                                             Promote TravelWise in the region
                     Motorway tolling could reduce traffic
                      levels on the M1 but might generate                    Change the relative costs of public & private
                      diversion                                               transport

                     M1 crawler lanes or bus/lorry or HOV                   Develop use of Internet shopping & home
                      lanes on the M1 could give priority to                  deliveries
                      higher value vehicles
                     Ramp metering & restricted access onto
                      M1 might aid freight movements
                     The adoption of “quiet” road surfaces
                     More effective enforcement of traffic
                      regulations, e.g. speed limits
                     Traffic management measures to reduce
                      impact of noise and air pollution
                     Selective road improvements e.g.
                      bypasses and around airport
                Waterways:
                     Allowing 44 tonne HGVs to access
                      waterway terminals for freight
                      movement might reduce HGV traffic



9.5           Table 9.1 indicates the range of perceptions that exist about the problems being
              experienced in the corridor today and those that may be expected in future. Our
              surveys in May and June are planned to examine the actuality of movement in the
              corridor and will be used to confirm or deny these perceptions whilst also providing
              objective information about the reasons for movement and the routes of movement
              in the corridor.




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9.6           Similarly, the principal opportunities for influencing movement in the corridor or for
              making progressive change through policy or scheme intervention are outlined in
              Table 9.2 – or at least, those deriving from this preliminary examination of the
              consultation responses and the review of current planning strategies in the study
              area. These will be examined more closely in the later stages of the project as the
              strategy development process proceeds. It will be necessary to consider each in




                                                                                                       M U L T I - M O D A L
              turn in some detail, to understand the likely contribution each might make
              individually to the resolution or amelioration of problems, and to consider the
              obvious linkages between some of them that might inspire strategies consisting of
              different bundles of them designed to meet the objectives for the strategy.

              STRATEGY OBJECTIVES

9.7           The PMG at its workshop in April began the process of identifying the objectives for
              the strategy that is to be developed as a result of this study. Several useful
              comments can be made about these at this stage.

9.8           A measured approach to the development of the strategy objectives is entirely
              appropriate and these comments do not represent the last word on the subject.




                                                                                                       S T U D Y
              Careful development of the objectives for the strategy is important as they will
              contribute to:

                      the development of the strategy and implementation plan policy and project
                       interventions will be identified to help achieve the objectives;

                      the appraisal of the strategy objectives provide the framework for assessing
                       the success of different interventions; and

                      the monitoring of the effect of the strategy objectives provide a framework
                       within which the impact of interventions can be measured.

9.9           A key issue to be addressed in developing the objectives for this study is the extent
              to which they should be defined by national, regional or local objectives. The
              national policy environment for each MMS is reflected in the NATA methodology,
              which places the onus on the objective multi-criteria assessment of transport
              schemes and strategies, facilitating the assessment of options. Each of the five
              national objectives (see 8.6) encompasses a range of sub-objectives against which
              the impact of a particular project or strategy can be measured or assessed.

9.10          In the recommended appraisal process, no attempt is made to differentiate
              between the importance of quantifiable and non-quantifiable impacts and the five
              objectives are deemed to have equal weighting. If the five NATA criteria are taken
              to be the over-arching objectives for each multi-modal study, and it is strongly
              recommended in the guidance that they should be, then how does their equal
              weighting sit with the development of the local objectives for each study? If the
              local objectives are to be taken into due account then surely they must reflect the
              particular characteristics of each study area and the aspirations of the range of
              stakeholders identified in each case.

9.11          This appears to argue an approach of developing “local” regional objectives
              independently of consideration of the over-arching NATA objectives and
              subsequently, once these are defined, assessing the suitability of their fit with
              NATA. This approach will permit an assessment to be made also of the relative
              “weighting” of the five NATA objectives from the perspective gained in our early
              work. An opportunity will be provided also to review the product of the PMG

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              objectives definition with the national objectives, identifying any potential areas of
              tension at the outset of the study.

9.12          Clearly in the case of the North-South Movements on the M1 Corridor in the East
              Midlands, the study area is of largely regional proportions and the issues debated in
              the planning documents are the same as many of those raised in the preliminary




                                                                                                        M U L T I - M O D A L
              consultation exercises we have undertaken. As a result the draft regional strategies
              on the economy and on land-use and development planning and transportation are
              of real significance to the study and should play a large part in defining the strategy
              objectives.

9.13          It is also clear from our review of Local Transport Plans and Local Plans that this
              study transcends many of these local expressions of policy, which are designed to
              deal with problems of local significance. That said, in that most of them clearly
              mirror the national strategy requirements of the Government and are based on the
              general direction as espoused in the Transport White Paper, there should be few, if
              any, significant areas of disagreement with the objectives likely to be established
              for this study.

9.14          In conclusion the nature of the issues under consideration deriving from our early




                                                                                                        S T U D Y
              desk research and consultation exercises appear to commend a regional policy
              perspective in this study. We therefore suggest the following approach to develop
              the strategy objectives:

                      use the Vision and objectives of the Draft East Midlands Integrated Regional
                       Strategy as a starting point;

                      make particular reference to the Problems, Issues and Opportunities work
                       which define study area specific objectives; and

                      allocate the objectives to NATA headings.

9.15          This work will be progressed in the next stage of the strategy development process.

              FURTHER DATA COLLECTION

9.16          The study Inception Report set out details of the proposed highway based traffic
              surveys.     Following approval of these proposals, the surveys have been
              commissioned and are on-going. In addition to the approved surveys there is need to
              collect travel data specific to freight movements as well as public transport data.
              Details of our proposals are set out below.

              Freight Surveys

9.17          Details of the freight data collection are set out in Appendix B of this report. The
              main additional survey proposal is to use video recording at two locations along the
              M1. Two-way surveys will be conducted at each location over a 12 hour period on
              each of two days. These will record the main Goods vehicle users, the type of goods
              vehicles and the extent of international traffic.

9.18          At the PMG meeting of 19th April, some concern was raised that the freight survey
              proposal did not include a video survey along the A1 similar to that proposed along
              the M1. Also, there was a suggestion that the video survey should cover a 24-hour
              period. We have considered the points made by PMG members. We propose to


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              include the A1 within the video survey and an appropriate location would be
              identified for the survey.

9.19          We do not consider, however, that there would be merit in undertaking 24-hour
              video surveys. The prime aim of the surveys is to enable identification of the main
              haulage companies operating vehicles along the road under surveillance. This




                                                                                                       M U L T I - M O D A L
              information would be used to follow-up by writing to these identified organisations
              to obtain details of journeys, goods carried etc. We do not consider that there
              would be a value-added benefit in continuing the surveys for the over-night period.
              Although there could be a different mix of operators over the night time period, the
              major national/regional operators would be approached for detailed information in
              any event.

9.20          In addition to the proposed surveys, the Freight Transport Association (FTA) has
              offered to facilitate identification of appropriate contacts for the identified
              organisations through its membership database. The FTA has also offered to
              facilitate a meeting with key industry representatives to discuss freight issues. We
              propose to take up this offer from the FTA.

              Public Transport Data




                                                                                                       S T U D Y
9.21          As a means of establishing the availability of survey data for rail and coach, we
              have met with Derbyshire County Council, Midland Main Line, Central Trains and
              National Express Coaches. We have also made contact with Nottinghamshire County
              Council, Leicestershire County Council and Trent Buses with regard to bus survey
              data. Our proposals are based on the outcome of the above discussions.

              Rail

9.22          From information held at the SRA/HA there is a movement matrix for rail within the
              whole of Great Britain which is available to ward level, dates from 1997, and is
              derived from ticket sales data. The data is available at a journey purpose level of
              disaggregation. This data is especially available for use in the MMS. However, for
              the purpose of the M1 study data would need to be requested at the following levels
              of disaggregations:

                      Ward level for the counties of Leicestershire, Nottinghamshire and Derbyshire

                      District level for London, Bedfordshire, Staffordshire,            Northants,
                       Cambridgeshire, Lincolnshire, South Yorkshire, Warwickshire

                      County level elsewhere

9.23          It is known that there are problems with the data in certain areas:

                      The data may be incomplete in locations where ticket sales are from mobile
                       ticket units, or where fares evasion exists

                      The data does not show which railway station is used, only the original ward
                       of the journey.

                      The data does not show the railheading effect of competition between the
                       MML and the ECML




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                      The data will not include recent changes in rail service, in particular the
                       upgrade MML service running from May 1999, which has led to both increased
                       passengers and more intermediate traffic.

9.24          Alternative sources of rail data include:




                                                                                                         M U L T I - M O D A L
                      Usage figures from Derbyshire/Nottinghamshire for Robin Hood line services

                      Usage figures from Leicestershire for Ivanhoe Line services (Leicester-
                       Loughborough)

                      Data supplied by the on train customer satisfaction surveys undertaken by all
                       TOC’s as a requirement of the SSRA.

9.25          The latter surveys ask questions about the following key items of data:

                      Time and train used

                      Origin of journey (up to first half of postcode)

                      Origin station




                                                                                                         S T U D Y
                      Mode of access to origin station

                      Distance to origin station

                      Journey purpose

                      Destination station

                      Mode of egress from destination station

                      Ticket type

                      Car availability

                      Alternative mode available

9.26          It would be possible to include an additional question asking about the full final
              destination details either at postcode or street/shop name and town. This would
              involve only a slight increase in survey length, and potentially an increase in the
              numbers to be carried out. Unfortunately such additional information would only be
              applicable to Midland Main Line services as Central Trains have already carried out
              their springtime market research.

9.27          In the event that additional questions cannot be added it would be possible to
              analyse the previous survey data to form a picture of the catchment of each of the
              stations involved. However, there could be difficulties in accessing survey old
              forms and the coding of data.

9.28          In order to obtain a recent demand matrix relating to rail we will obtain a full
              station to station movement matrix from CAPRI for the 4 financial weeks in June
              2000. This will provide a suitable neutral period, albeit shortly after the main
              summer timetable change. However, neither Midland Mainline nor Central Trains
              foresee any major service changes, neither will Virgin Cross-country change to any
              great extent. This data will act as the key source of the movement matrix and we
              have oral agreement from the TOCs for the use of this data.


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9.29          In order to obtain better quality data within the Region, we propose to distribute
              self-completion questionnaires at railway stations as follows:


                Station                           Hours                   Train services to be covered




                                                                                                                     M U L T I - M O D A L
                Leicester                         06:30-19:00             All
                Loughborough                      06:30-19:00             All
                Long Eaton                        07:00-19:00             All
                Derby                             06:30-19:00             All
                Chesterfield                      06:30-19:00             All
                Sheffield                         06:15-19:00             Midland Mainline, Virgin Trains, Central
                                                                          Trains, southbound only
                Nottingham                        06:15-19:00             All
                Beeston                           06:30-19:00             All




                                                                                                                     S T U D Y
                Mansfield                         07:15-19:15             All
                Grantham                          06:15-19:00             GNER services only
                Newark North Gate                 06:15-19:00             GNER services only
                Retford                           06:30-18:00             GNER services only, southbound only
                Doncaster                         06:15-19:00             GNER services only, southbound only



9.30          The survey at Beeston station is not specifically needed for the M1 study. However,
              data from this station is required by the A453 study. Since we are undertaking the
              bulk of train passenger surveys, we have agreed to include Beeston within our
              survey programme on behalf of the A453 study consultant.

9.31          In order to provide for a control to which these movement totals should be factored
              up to we will undertake station boarding and alighting counts at the following key
              stations:

                             Leicester

                             Loughborough

                             Nottingham

                             Beeston

                             Long Eaton

                             Derby

                             Chesterfield

                             Sheffield (MML trains only)

                             Peterborough

                             Grantham
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                             Newark (Castle and Northgate)

                             Retford

                             Doncaster

9.32          Sufficient information is already available for Mansfield from surveys undertaken by




                                                                                                     M U L T I - M O D A L
              Derbyshire County Council.

9.33          Some of these counts will be undertaken by the relevant TOC as part of their rolling
              programme of train loading counts, and in particular Midland Mainline will provide
              count details for trains between London and Leicester inclusive.

9.34          In addition to the above survey proposals, we propose to approach Virgin Cross
              Country with a view to it undertaking some screenline counts on it’s train services.

              Bus/coach

9.35          National Express have 95% of their ticket data held on their reservation database
              with the remaining 5% representing driver issued walk on fares. An on-going quality
              of service survey is undertaken by National Express, but no questions are asked




                                                                                                     S T U D Y
              about true origin nor about the mode of access to the coach and cost involved.

9.36          It is proposed that self-completion questionnaires be provided to National Express
              coach drivers for distributing to boarding passengers. The drivers would collect the
              questionnaires on the passengers alighting the coach. In addition we would request
              boarding and alighting counts. A similar approach would be proposed for the
              Stagecoach Express and other inter-urban services operating in the study corridor
              Details would need to be discussed with the operators following agreement to the
              principle of the preferred approach.

9.37          In addition, we propose to approach other bus operators for ticket data collected
              through the ‘Wayfarer’ system. This data would be used to provide screenline
              totals of bus passenger flows.

              AVAILABILITY OF OTHER DATA

              East Midlands Airport

9.38          We have received three Reports from East Midlands Airport Planning and
              Development Department. These documents are summaries from the Airport’s
              regular Survey programme of passengers and employees. The Documents are:

                      Passenger Survey – May 1999;

                      Employee Survey – Summer 1999; and

                      Journey to Work Survey – December 1999.

              Passenger Survey

9.39          The Passenger Survey Report contains useful information on the characteristics of
              passengers using the East Midlands Airport including details on:

                      Place of residence;

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                      Socio-economic group;

                      How the airline passenger arrived at the airport;

                      Journey purpose;

              




                                                                                                      M U L T I - M O D A L
                       Time of day the passenger arrived at the terminal.

9.40          Amongst other details, the May 1999 Passenger survey found that:

                      two thirds of passengers arrive from either Nottinghamshire, Derbyshire,
                       Leicestershire or South Yorkshire, indicating that the airport predominantly
                       feeds the local market;

                      Nearly 90% of respondents arrive at the airport by car;

                      Between 15-25% of respondents are travelling for business reasons depending
                       on time of year; and

                      Two thirds of respondents have travelled twice or more in 1999.




                                                                                                      S T U D Y
9.41          We are in discussion with East Midlands Airport to find out additional details on the
              passenger origins and/or destinations, as well as their surface access times. The
              Passenger Survey is scheduled to be repeated by EMA during April and May 2000,
              and it is likely that we will incorporate attitudinal questions at this stage.

              Employee Survey

9.42          The Employee survey was undertaken in the summer of 1999. All companies at the
              airport and on the Airport development site were sent a copy of the Employee
              Survey, which was designed to establish the number of employees on-site, what
              proportion are full or part-time, and the place of residence of employees. The
              survey found:

                      There are 5266 employees on or near the airport site, and this represents a
                       near 20% increase from 1998;

                      Nearly 90% of employees are full time; and

                      Over 90% of employees have their place of residence in Derbyshire,
                       Leicestershire or Nottinghamshire.

              Journey to Work Survey

9.43          The journey to work survey was undertaken with employees rather than companies
              and was undertaken in the autumn of 1999. Over 800 forms were returned and
              provided additional detail and attitudinal responses to their journey to work. The
              form asked details on:

                      Home location (postcode);

                      Characteristics of respondent

                      Working hours;

                      Method of getting to work;


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                      Details on the distance from home and time taken to get to work;

                      Attitudinal reasons for using car to get to work;

                      Car parking details;

              




                                                                                                         M U L T I - M O D A L
                       Importance of cycling; and

                      Potential of public transport to remove car journeys to work.

9.44          The survey found:

                      Nearly 99% of employees travel to work by car. This is a very high proportion
                       of car usage, and perhaps reflects the car parking provision for employees,
                       and the lack of public transport alternatives. Interestingly, 10% of car
                       journeys were in company cars;

                      When asked why they used their car, nearly 70% said that car was the only
                       viable option from where they lived, half said that car was the most
                       convenient option, and nearly half said that the car gives them the flexibility
                       required with their job hours;




                                                                                                         S T U D Y
                      Only 2.5% of car drivers actually pay for parking, again reflecting the space
                       available at the site;

                      Up to 40% of employees would consider a switch to public transport if
                       improvements were made particularly more frequent and reliable bus
                       services. Reliability was seen as a key issue of many employees.

9.45          We are also hoping to include additional questions to employees when this survey is
              repeated in the summer of 2000.

              Highways Agency – M1 Widening

9.46          During the late 1980’s and early 1990’s, the Department of Transport Motorway
              Widening Unit were undertaking a study of widening the M1 between Junction 23A
              and Junction 32. In September 1991, Travers Morgan were appointed to consider
              the need for and methods of achieving the widening of the M1 between junctions
              23A and 28, whilst in October 1991, Rendel Palmer and Tritton were appointed to
              do the same for the M1 between junctions 28 and 32.

9.47          The Travers Morgan study was subsequently split into two schemes: Junctions 23A to
              25, and Junctions 25 to 28. Priority was given to the section between junctions 23A
              and 25, and the selected option to provide the improvements was progressed to
              public consultation stage. The section between junctions 23A and 24 was
              subsequently widened to a dual 4-lane standard as part of the works for the new
              A42 interchange.

9.48          Many documents were drawn up for this long-term study, and the Highways Agency
              have kindly provided key documents to our team as part of this multi-modal study.

9.49          The key documents included:


               Title                                                      Author             Date



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               M1 Widening
               Environmental Assessment Report                            Travers Morgan             Nov-92
               Technical Appraisal Report                                 Travers Morgan             Jul-93
               Planning Constraints Report                                Travers Morgan             Oct-93




                                                                                                                   M U L T I - M O D A L
               Local Model Validation Report                              Travers Morgan             Oct-93
               Forecasting Report (Final)                                 Travers Morgan             Dec-93
               Noise and Air Quality Report                               Travers Morgan             Jan-94
               Technical Appraisal Report - Frameworks                    Travers Morgan             Jan-94
               Landscape Report                                           Travers Morgan             Jan-94
               Hydrology Report                                           Travers Morgan             Jan-94
               Report on Public Consultation                              Travers Morgan             Dec-94

               M1 Widening




                                                                                                                   S T U D Y
               Technical Appraisal Report                                 Rendel Palmer and Tritton Apr-93
               Environmental Assessment                                   Rendel Palmer and Tritton Apr-94




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9.50          The Preferred route:

                      Widened the motorway between Junctions 23A and 32;

              




                                                                                                         M U L T I - M O D A L
                       Re-modelled Junction 24 so that the three main through movements, M1 (N-
                       S), A42 – A453(E), and A564 (now A50) – A453(E) became free-flow;

                      Incorporated a Kegworth Bypass, following an east-west direction between
                       the A6, south of Kegworth, and the Donington Park Services roundabout,
                       adjacent to Junction 23A;

9.51          Extensive Public Consultation was undertaken for these schemes. The responses
              from this consultation covered all subjects, with local concerns very much to the
              fore. More conceptual concerns were commonly raised, however, and these could
              be summarised as:

                      Widely held concern on whether public transport investment could encourage
                       car users to switch to alternative forms of transport, and thus reduce the
                       need for the widening;




                                                                                                         S T U D Y
                      Doubts that the published traffic forecasts would grow in line with
                       Government forecasts, in the light of the possibility of tolls being raised,
                       together with other policy or tax changes;

                      Environmental concerns, particularly noise and pollution. Many residents
                       wished to see more extensive screening to assist with noise reduction, and
                       more landscaping to shield all residential areas; and

                      There was wide concern from Kegworth residents over Junction 24 being
                       closed for A6 traffic. Concerns were raised over the possibility of rat-running
                       traffic in Kegworth as the free-flow link roads were too long. Traffic
                       management was thus seen as a priority.

9.52          Since the Public Consultation exercise, widening was found not to be justified on
              the section between Junctions 28 and 32, and local junction improvements became
              the Preferred Option. These improvements were subsequently put on hold.

9.53          Widening of the M1 was the Preferred Route for the section between junctions 24A
              and 28, but no orders were made and a public inquiry was not held, as the scheme
              was put on hold. The Highways Agency has since instructed the County Councils to
              remove the Route Protection Order for this section.

              TYPE OF MODEL

9.54          At the time of our original tender submission, we proposed the development of a
              strategic all-day model as the tool for testing strategies and options. At that time
              we also proposed the use of SATCHMO for producing public transport based journey
              costs for use in a separate database Mode Choice model. This type of modelling
              approach would provide output in terms of link/corridor flows rather than trip
              matrices. This approach is consistent with current highway scheme economic
              assessment using COBA.

9.55          Early in the Inception phase, it became increasingly clear that any modelling
              approach, to have credibility, needed at some stage in the process to examine peak
              period conditions on the highway network in particular. It is also necessary to have
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              the ability to undertake detailed simulation of traffic flows/interactions at a
              number of the M1 junctions. For this reason, we proposed in the Inception Report a
              variation of time period modelling.

9.56          Since the completion of the Inception Report, we have further reviewed our
              proposed modelling approach. This is essentially due to the requirement for a




                                                                                                       M U L T I - M O D A L
              matrix-based output for undertaking the economic assessment of options. This is
              the approach required for TUBA (Transport User Benefit Appraisal), the software
              tool currently under development by DETR. The GOMMMS document states at
              paragraph 6.2.56 of Volume 2 “This software is to be used for the Cost/Benefit
              Assessments (CBAs) in all the studies”.

9.57          Our proposed modelling approach now is to continue with a SATURN time period
              highway model but to change to using EMME/2 for the Public Transport and Mode
              Choice elements of the transport model. We have retained SATURN as the
              preferred choice for the highway model because it enables detailed traffic
              simulation at individual junctions as well as the modelling of junction interaction
              within a large model area.

9.58          EMME/2 is another well-known transport modelling package. This package contains




                                                                                                       S T U D Y
              powerful matrix manipulation software as well as flexible mode choice modelling
              routines. The matrix manipulation element will be particularly useful in producing
              the range of different matrices that would be needed for input to TUBA. The
              modelling team is very experienced in the use of this software suite.

              STUDY NETWORK

              Highway Model

9.59          During the Inception phase, we set out our proposals for the extent of the study
              area to be included in the model. Discussions with PMG members have highlighted
              the need to increase the modelled area from that originally proposed.

9.60          Some of the journeys made along the M1 motorway will have a trip end north of
              Leeds. With the construction of the M1-A1 Link (M1) east of Leeds, it is likely that
              many long distance journeys to/from north of Leeds previously made along the A1
              may now be using the M1 as an alternative.

9.61          In order to be able to examine possible switching of longer distance north/south
              traffic between the M1 and the A1, it is proposed to extend the model network to
              the north to include the M1-A1 Link. The revised study area now proposed is shown
              in Figure 9.1. In the core study area all key junctions will be modelled in sufficient
              detail to enable simulation of traffic flows/delays/turning movements etc.




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                               Figure 9.1: Proposed Study Area Network Coverage




                                                                                                M U L T I - M O D A L
                                                                                                S T U D Y




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              Public Transport Model

              Rail Passenger routes

9.62          The area to be covered by the rail network should extend further than the




                                                                                                     M U L T I - M O D A L
              M1/Midland Main Line (MML) corridor. Inter-competition is strong between the MML
              and the East Coast Main Line (ECML), and future upgrade plans for the latter would
              further increase this affect. As such the network area should include the following
              routes:

                      Midland Main Line between St Pancras (London), Sheffield including branches
                       to Nottingham and Derby

                      Routes Sheffield-Leeds via both Barnsley and Wakefield Westgate

                      East Coast Main Line between Kings Cross and Leeds and including Doncaster-
                       York

                      Robin Hood line Nottingham-Mansfield-Worksop




                                                                                                     S T U D Y
                      (Stoke)-Uttoxeter-Derby-Nottingham-Newark/Grantham

                      Retford-Worksop-Sheffield

                      Birmingham-Nottingham via Derby/Leicester

                      Birmingham-Derby

                      Birmingham-Leicester

                      Derby-Matlock

                      Leicester-Peterborough

              Rail external routes/buffer network

9.63          In order to fully model the West Coast Main Line/MML and new Peak Rail route
              between Matlock and Buxton (were it reopened) it would be worth modelling a
              skeletal network linking Manchester-Stoke-London Euston, as well as Manchester-
              Stockport-Sheffield

              Rail freight routes

9.64          In order to allow for the potential for future rail reopening schemes the following
              freight only lines should be included

                      Trent-Willington (Castle Donington line)

                      Leicester-Burton (Ivanhoe line)

                      Pye Bridge-Kirkby (Mansfield)

                      Chesterfield-Rotherham (Barrow Hill line)

                      Central Railways proposed freight line



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              Rail services to be included

9.65          The rail services to be included in the current year are tabulated below:


                Service                                                   Operator               Frequency




                                                                                                                   M U L T I - M O D A L
                St Pancras-Nottingham (fast)                              Midland Mainline       hourly
                St Pancras-Nottingham (slow)                              Midland Mainline       hourly
                St Pancras-Derby-Sheffield (fast)                         Midland Mainline       hourly
                St Pancras-Derby (slow)                                   Midland Mainline       hourly
                Kings Cross-Doncaster-Leeds                               Great North Eastern    hourly
                Kings Cross-Doncaster-York                                Great North Eastern    2 per hour
                Birmingham-Derby-Sheffield-                               Virgin Cross Country   2 Hourly
                Doncaster/Leeds
                Birmingham-Derby-Sheffield-Leeds                          Virgin Cross Country   2 Hourly




                                                                                                                   S T U D Y
                Sheffield-Leeds via Barnsley                              Northern Spirit        Hourly
                Sheffield-Wakefield via Barnsley                          Northern Spirit        Hourly
                Sheffield-Leeds via Moorthorpe                            Northern Spirit        Hourly
                Manchester-Sheffield-Doncaster (fast)                     Northern Spirit        hourly
                Sheffield-Doncaster (slow)                                Northern Spirit        2 per hour
                Sheffield-Worksop-Retford                                 Northern Spirit        Hourly
                Nottingham-Mansfield-Worksop                              Central Trains         Hourly
                Stoke-Uttoxeter-Derby-Nottingham-                         Central Trains         hourly
                Grantham
                Birmingham-Nottingham-Newark                              Central Trains         hourly
                Birmingham-Derby-Nottingham                               Central Trains         hourly
                Birmingham-Leicester-Peterborough                         Central Trains         hourly
                Coventry-Leicester-Nottingham                             Central Trains         hourly
                Leicester-Loughborough                                    Central Trains         hourly
                Manchester-Sheffield-Nottingham-                          Central Trains         Hourly
                Grantham-Peterborough
                Derby-Matlock                                             Central Trains         irregular


              Bus/Coach Network

9.66          The key coach network is that operated by National Express. This uses the M1 as a
              trunk route for West Yorkshire-South Yorkshire-East Midlands-London & South East
              operations. In order to cover any movement able to be made along the study


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              corridor it is proposed that the coach networks extends as far east as the A1(m) and
              as far west as the A38.

9.67          In addition, Stagecoach operates a franchised coach service network known as
              Stagecoach Express, with Trent providing a regular Leicester-Doncaster and
              Nottingham-Meadowhall service. Trent themselves operate a number of inter-urban




                                                                                                      M U L T I - M O D A L
              services, as do Arriva and Stagecoach East Midlands.

9.68          Only the strategic longer distance services should be included within the model,
              covering movements that could be made by the M1 or parallel routes.

              TRANSPORT STRATEGY DEVELOPMENT

9.69          At the PMG workshop in April the strategy development process began. The process
              will progress across the next phase of the project with a view to identifying,
              through further discussion and debate, the agreed objectives for the strategy
              followed by the critical choices to be made and options for policy or scheme
              intervention. A further workshop is planned to facilitate the PMG’s consideration of
              these issues.




                                                                                                      S T U D Y
9.70          Over the course of the summer the consultants will also develop, together with the
              PMG, a view on the essential components of a number of possible strategies that
              will go forward for testing and more detailed consideration in the modelling and
              analysis phases of the project. As part of this exercise it will be necessary for the
              PMG to rationalise how the interrelated issues of land-use and development
              planning, regeneration and the local economy will be taken into account in the
              transport study. They will also consider how the wide range of possible “solutions”
              might best be packaged into strategy options for closer examination. It will be
              necessary to develop several different strategies (3 or perhaps 4 are envisaged) as
              options to be tested in the analytical phases of the work with a view to determining
              which transport options will contribute most to the improvement of the entire
              system under consideration.

9.71          In working up these strategy elements and the various options the consultants will
              take into account the views ascertained in the earlier part of the study, and
              maintain a close contact with key stakeholders. The objective will be to complete
              this part of the project in parallel with the development of the transport models
              with which the consultants will analyse the various strategy options put forward.

              LAND USE/ECONOMIC DEVELOPMENT SCENARIOS

9.72          Scenarios are “sketches” of the future development of the Region, using different
              assumptions. They are not forecasts. They do not try to balance all the variables.
              But they are based on reasonable and clearly-stated assumptions.

9.73          Scenarios are used to explore:

                      what options there are for the Region’s economic development

                      what aspects are committed/fixed, what aspects might offer choices

                      what the policy choices might be

                      what might be constraining the development potential: particularly, in what
                       ways transport capacity may be doing so.

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9.74          They can therefore help in understanding:

                      what future changes the multi-modal study has to be capable of allowing for;

                      what its recommended solutions might be able to do about the possible future
                       changes.




                                                                                                         M U L T I - M O D A L
9.75          This is quite an important distinction. Some of these “possible future changes” may
              be inevitable, and all the study can do is recognise them and plan around them.
              With others, it may be possible for the study recommendations to influence
              outcomes. For example, there is not much that transport planning can do to
              influence macro-economic factors which will impact on the economy of the East
              Midlands. But at the margin, the multi-modal study can make choices which will
              influence the direction and location of change.

9.76          The scenarios could differ in several ways:

                      they might be based on different rates of growth:       faster than trend, or
                       “trend-projected”, or slower than trend

                      they    might   emphasise     different   economic  sectors:      weak




                                                                                                         S T U D Y
                       manufacturing/strong tourism, or strong manufacturing/slow tourism, or
                       strong manufacturing/slow tourism growth, etc.

                      they could vary geographically: fast growth in the M1 corridor / decline in
                       east and north-east; or fast growth in “Three Cities” / decline in rural
                       hinterland; etc.

9.77          In this study, they will, we suggest, be principally used to illuminate the effects of
              different possible transport system performance, and to understand what policies
              DETR or the Councils might need to adopt on different assumptions about transport
              investment.     Phase 4 (Strategy Development) will define the scenarios, in
              agreement with the client side, at the level of strategic choice. And we should
              like, as discussed in an earlier section, to discuss the scenarios and strategic
              planning choices with the constituent authorities at a seminar during Stage 4.

9.78          At the Strategic Choice workshop of 19th April it was agreed that the consultants
              would tackle the issue of planning and economic development policy in two steps:

              1        Data collection: taking the planning and land-use information down from
                       regional to county/unitary level by contacting the six upper tier authorities,
                       (considerable material has in fact already been received from
                       Nottinghamshire), in order to produce two Working Papers on:
                       Economy/Employment/Regeneration and Urbanisation/Land Use.

              2        Thinking about the longer term: separately in order to avoid local authority
                       concerns about conflicting established positions, to explore the longer term
                       strategic choices for the region, beyond current formal Plan horizons,
                       preferably by arranging a seminar/discussion session with officers from the six
                       authorities. This would follow on and be distinct from the data collection.




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10.           CONSULTATION AND INVOLVEMENT

10.1          The preliminary consultation exercises have provided some insights into public
              opinion about travel in the corridor by the different modes and perspectives about
              the problems facing people moving in the corridor and the ways by which those may




                                                                                                       M U L T I - M O D A L
              be ameliorated. As such the early work has achieved its original intention. Only one
              piece of information remains to add to this early perspective of the project and
              that is the results of a survey conducted through the questionnaire in the first
              newsletter.

10.2          It is proposed to continue, as originally suggested in the proposal, with two further
              phases of consultation as the study progresses. One will occur at the time the
              strategy development process is drawing to a formative stage – consultation on the
              options for detailed development and testing, and the second when the proposals
              for action are beginning to be considered following the analytical phases of the
              project – consultation on the outputs of the study.

              Consultation on the Strategy Options for Development and Testing




                                                                                                       S T U D Y
10.3          It is intended in late September to hold a planning conference at which it is
              intended to inform Wider Reference Group members of the findings of the study to
              date and the nature of the various strategies it is proposed should be looked at in
              detail in the analytical phase of the project. This meeting in itself will be an
              important part of the consultation exercise intended to afford WRG members with
              the opportunity to influence thinking on possible strategies for the future, prior to
              any modelling and testing of alternatives.

10.4          It is envisaged that the day will feature in outline the following presentations and a
              series of workshops designed to draw the views of WRG members on specific issues
              of relevance to the subsequent phases of the project.

10.5          WRG delegates attending and those organisations not able to attend the conference
              will be invited formally to forward their organisation’s observations on the various
              strategy elements and packages of measures considered at the conference before
              the process moves on. These will be distilled in a report of the planning conference
              and its conclusions, and on the implications of the discussion and responses for the
              subsequent phases of the project. This will be considered at a subsequent meeting
              of the PMG.

10.6          In preparation for the planning conference it is proposed also to sample the views
              of the public using the corridor for movement on the objectives of the study, the
              variety of ways identified to ameliorate problems and the packages of measures
              that collectively might form several different strategies for further consideration.
              These perspectives will be provided for information and for the consideration of the
              delegates at the planning conference.




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              Consultation on the Outputs of the Study

10.7          The brief for the project envisaged a consultation exercise towards the end of the
              project that would inform people through exhibitions and newsletters of the
              outputs of the work and possible ways ahead, in order to elicit views about




                                                                                                          M U L T I - M O D A L
              particular proposals before drawing together the final report. This broad approach
              was also envisaged in our proposal for the project and is developed in the following
              paragraphs.

10.8          It is envisaged that the final consultation stage will comprise several components as
              follows:

                      Exhibitions at up to five locations across the area;

                      A newsletter covering the draft outputs of the work and containing a
                       questionnaire to elicit the views of recipients;

                      A series of household interview surveys to elicit the views of a small sample of
                       respondents in four locations across in the study area




                                                                                                          S T U D Y
                      A further series of local meetings with representatives of the wider reference
                       group

                      A possible joint meeting of the Wider Reference Group.

10.9          We propose to hold exhibitions at up to five venues for two days at each site. The
              exhibitions would consist of up to 12 board displays and staged with two senior staff
              in attendance to provide advice and answer the questions of people visiting the
              exhibitions. The exhibition would be supported by 10,000 copies of a colour
              brochure and questionnaire. A market research professional would be present at
              each exhibition in order to interview visitors.

10.10         The newsletter would mirror the content of the exhibition brochure and be
              circulated, together with a questionnaire to the mailing list for consultation and
              information materials. We envisage that the newsletter would be one of the
              planned series, in similar style and presentation to the first one that PMG members
              have already seen.

10.11         We propose household interview surveys at three locations in the study area, in
              order to ascertain views on proposals resulting from the study. Some 450 interviews
              would be carried out at each location and the results would be analysed and a
              technical report of findings produced.

10.12         A further round of four or five evening meetings would be held with wider reference
              group members in accessible locations similar to those held at the outset of the
              study, at which the outputs will be presented and discussed. The organisations
              represented on the WRG will then be invited to forward their formal views on the
              draft outputs of the work prior to the preparation of the final project report.




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11.           SUMMARY OF RECOMMENDATIONS FOR MAIN STUDY

11.1          The originally proposed methodology still applies to a large degree. Nevertheless,
              we propose changes to some aspects of the methodology, in particular to the
              modelling approach. The approach now proposed has been approved in part




                                                                                                          M U L T I - M O D A L
              through the approval of the Inception Report. Additional changes now proposed are
              to ensure compliance with GOMMMS and to maintain credibility of study outputs and
              their assessment.

11.2          With the benefit of the experience of consultation to date, we have further
              developed our thoughts on consultation during the rest of the study. As originally
              proposed, we envisage two further phases of consultation as the study progresses.
              One will occur at the time the strategy development process is drawing to a
              formative stage:

                      consultation on the options for detailed development and testing, and

11.3          the second when the proposals for action are beginning to be considered following
              the analytical phases of the project:




                                                                                                          S T U D Y
                      consultation on the outputs of the study.

11.4          It is envisaged that the final consultation stage will comprise several components as
              follows:

                      Exhibitions at up to five locations across the area;

                      A newsletter covering the draft outputs of the work and containing a
                       questionnaire to elicit the views of recipients;

                      A series of household interview surveys to elicit the views of a small sample of
                       respondents in four locations across in the study area

                      A further series of local meetings with representatives of the wider reference
                       group

11.5          Proposals for the Strategy Development phase are set out in detail in this report.
              Detailed proposals for the modelling phase have previously been approved through
              the Inception Report and further changes to the approach are justified in this
              report.

11.6          Our proposals for completing Phases 5, 7 and 8 are as set out in our original
              proposal. Further refinement of the detailed approach would be undertaken as the
              study progresses through the Strategy Development phase.




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              PROGRAMME

11.7          The programme for the remainder of the study is presented in two charts at Figures
              11.1 and 11.2. The programme is based on the same overall timescale as presented
              in our original proposal.




                                                                                                   M U L T I - M O D A L
11.8          Figure 11.1 shows the programme for Phase 3 (surveys/modelling). The highway
              surveys have all been commissioned and are now underway. All highway-based
              surveys would be completed within the spring neutral period as originally planned.
              The public transport surveys would be undertaken during June as will the proposed
              freight video surveys.

11.9          Figure 11.2 shows the programme for Phases 4 to 8, with only overall timescales
              being shown for phases beyond Phase 4.




                                                                                                   S T U D Y




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                         Figure 11.1: Work Programme – Phase 3: Surveys/Modelling




                                                                                                M U L T I - M O D A L
                                                                                                S T U D Y




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                                     Figure 11.2: Work Programme – Phases 4 – 8




                                                                                                    M U L T I - M O D A L
                                                                                                    S T U D Y




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12.           RESOURCE PLAN

12.1          One of the aims of the Scoping Report is to provide better estimates of resource




                                                                                                          M U L T I - M O D A L
              requirements and costs for the remaining phases of the study. We have examined the
              resource implications for the study on the basis of proposal contained within this report
              as well as the traffic surveys already approved.

12.2          A revised fee proposal has been prepared as a separate document for submission to
              GOEM. A draft of this document was discussed with GOEM on 2 May 2000. The revised
              version has been submitted taking account of all proposals included within this Scoping
              Report.




                                                                                                          S T U D Y




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