Document Sample


       1          Introduction                                        1
       2          Context                                             1
       3          Analysis of existing situation and future trends    2
       4          Overall Aim                                         6
     5-16         Proposals
       5                 Demand Management                            7
       6                 Highway management                           9
       7                 Buses and Park and Ride                     10
       8                 Passenger Rail Services                     13
       9                 Taxis                                       16
      10                 Cycling                                     18
      11                 Walking                                     20
      12                 Freight                                     22
      13                 City Centre                                 24
      14                 Social Inclusion                            26
      15                 Travel Awareness                            28
      16                 Tackling Pollution                          29
      17          Implementaion                                      30
      18          Action Plans                                       31

                  Action Plan

C/ TR 2/3 Exeter transport strategy – approved document nov 2001
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1.       Introduction

1.1      People travel more as incomes grow and many choose the convenience of their
         own car. Whilst this convenience is greatly valued, rapid growth in traffic
         brings congestion and pollution. A city’s transport strategy has to address
         these conflicting trends if cities are to remain attractive places to live and visit.
         The needs for mobility and the ways in which it is achieved have to be set and
         balanced against the quality of life for residents of the city and the need to
         ensure that all sections of society have access to the goods, services and
         activities that mobility brings. People rarely travel for its own sake but in
         order to achieve other objectives.

1.2      The development and adoption of a transport strategy for the City of Exeter
         sets out a framework for the future pattern of mobility and accessibility in the
         city, which seeks to achieve that balance. It inter relates to other important
         core strategies of the council, including the Local Plan, the Economic
         Development Strategy, Local Agenda 21, Leisure Strategy, Community Safety
         Strategy and the Social Inclusion Strategy, which includes a Youth Strategy. It
         fleshes out parts of the 20:20 Vision to which the City Council is committed
         which will form the basis of the Council’s Community Strategy.

1.3      The Transport Strategy set out in this document is intended to be consistent
         with the Local Plan, the first review of which covers the period to 2011, but
         also recognises that transport proposals have a much longer gestation period
         and looks a little further to 2020.

1.4      This report sets out the context for the development of the strategy and
         includes an analysis of the existing situation and the identification of important
         trends. It then identifies the objective of the strategy, briefly describes its basis
         and sets out a series of proposals, largely by mode. This is followed by a
         section on implementation. Finally, the Key Actions are summarised in a
         series of Action Plans that describe particular proposals and actions, set down
         the person responsible and the timescale for their achievement.

2.       Context

2.1      The strategy set out here is well rooted in national and regional policy. It takes
         full account of government guidance from Planning Policy Guidance1, to
         national policy set out in the White Paper on Transport published by the
         Government in 1998 followed by the Transport Act 2000 and the National Ten
         Year plan describing national investment in transport, published in 2000. It
         reflects the “joined up” thinking the government wishes to see by addressing
         issues like social inclusion and air quality.

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2.2      The contents also reflect the draft Regional Guidance for the South West, the
         Structure Plan for Devon and the recently published First Review of the Local
         Transport Plan. Furthermore it complements work being carried out at a sub-
         regional level through the Exeter Sub Regional Transportation Planning Study.

2.3      As mentioned in the introduction above, it cannot be seen in isolation from the
         other main City Council strategies which it seeks to progress or complement,
         including the 20:20 Vision for Exeter.

3.       Analysis of existing situation and future trends

         Car ownership and trends

3.1      Table 3.1 below shows a comparison of car ownership in Exeter with those
         rural districts just outside, county-wide and national figures based on the 1991

         Table 3.1
                                             % households          % households   % households
                                              with no car          with one car    with two or
                                                                                   more cars
          Exeter                                    33                 48              19
          Rural Districts                           23                 49              28
          Devon                                     28                 48              24
          National (GB)                             34                 43              23

3.2      More recent figures show that in 1998 of the 47,000 households in Exeter,
         54% own one car and 25% own two or more cars. Just 20% have no access to
         a car2. Nationally, the numbers of cars per household and cars per adult
         continue to increase from 0.82 and 0.42 respectively in 1985/86 to 1.02 and
         0.55 respectively in 1997/99.

3.3      Car ownership is expected to continue increasing. In the rural districts
         surrounding Exeter, car ownership is already higher than in Exeter and is
         expected to increase further. Only 13% - 16% of households in these areas are
         expected not to own a car by 2011 depending on the growth rates. Between
         30% - 40% of households in these areas will own two or more cars.

         Car usage and trends

3.4      No regular surveys of people’s travel habits using various modes of transport
         are carried out locally. However the County Council carries out regular
         surveys of vehicles on the main radial routes into the city using automatic
         counters. The latest figures available are for 16 hour average weekday flows
         in October 1989-1999. These show some fluctuations in traffic volume in the
         various corridors over the past ten years, but the only corridor to have
         exhibited a significant increase (16%) being Blackboy Road on the Pinhoe

C/ TR 2/3 Exeter transport strategy – approved document nov 2001
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       corridor. Cowick Street has shown a significant decrease over the same period
       of 11%. The total amount of traffic crossing the inner cord
on has been remarkably static at around 127,000 two way flow of vehicles over a 16
       hour day.

3.5      This is more likely to be a reflection of the finite capacity on these corridors.
         Growth has had to be accommodated on other, perhaps less suitable roads, or
         by a change in destination or mode. Similar information is not available for an
         outer cordon, although an analysis of 12 hour (0700-1900) traffic flows taken
         between 1995 and 2000 suggests that some 76,000 vehicles enter the city and a
         similar number leave. This gives an average two way flow across an outer
         cordon of 152,000 vehicles over a twelve hour period.

3.6      The County Council has collected other data over the last few years. Whilst
         not exhaustive, this shows a steady increase in activity at all rail stations
         (based on counts of pedestrians entering or leaving stations), which suggests
         use of rail in the city is growing. Little information is available for bus use.
         Surveys carried out of Park and Ride usage show a steady increase since 1987
         when the first Park and Ride opened at Matford. Altogether 1326 people used
         the Park and Ride services on an average November weekday in 1999.

3.7      The National Travel Survey3 shows that the total number of journeys has
         remained static since the late 1980s. In contrast, journey length has increased
         by 28% from 5.2 miles in 1985/86 to 6.5 miles in 1997/99. This change has
         been accompanied by a steady increase in the use of the car, with a fall in
         journeys made on foot, by bicycle and local bus (outside London).

         Land use patterns

3.8      This move to longer more car based journeys has been brought about by a
         combination of factors. New developments have been built on the periphery
         of towns with a plentiful supply of free car parking. These developments are
         not easy to serve by public transport and in some cases are only accessible by
         personal transport, generally the car. New and improved roads have made
         journey times shorter, thus people who are prepared to travel for 30 minutes to
         work find they can travel further in that time and adjust their life styles
         accordingly. Increasing car ownership raises expectations about how people
         should travel and reduces further the public transport opportunities.

3.9      In Exeter future land use patterns are guided by the Local Plan, the first review
         of which has recently been placed on deposit. This shows major new housing
         at Digby, Newcourt and the former RNSD (upper site) with employment sites
         at the former RNSD (lower site) off Topsham Road, West of Exeter Business
         Park (the site of the proposed Met office relocation) and a new technology
         park close to the M5 off Honiton Road. Also of significance is the level and
         type of development proposed in East Devon. Here, not only is a new
         community of some 2000 dwellings proposed just east of Exeter, but there is
         considerable potential employment development with Skypark, the proposed

C/ TR 2/3 Exeter transport strategy – approved document nov 2001
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         multi modal freight interchange and expansion of the airport itself. All of this
         suggests a much greater demand for travel in this Honiton Road/A30 corridor.

3.10     As the regional capital, Exeter has a considerable population outside its
         boundaries that are dependent on it for work, shopping, leisure and business.
         In 1991 approximately 28,000 people were estimated to travel into Exeter each
         day from outside its boundaries for work. This represents 42% of all
         employees in Exeter at that time. The city’s shopping centre is estimated to
         have a total catchment of over 500,000 people, most of whom live beyond the
         city’s boundaries. Many of the people travelling from outside Exeter are car
         dependent. From some areas there are few opportunities to travel by public
         transport into the city. The City’s transportation strategy has therefore to
         tackle the challenge presented by the travel needs of these people who are vital
         to the city’s economy and prosperity.


3.11     National Traffic Forecasts4 calculate the likely growth in traffic (both journeys
         and distance travelled) by looking at population, numbers of households and
         employment levels up until the year 2031. Figures are calculated for regions,
         counties and districts and estimated for low and high growth scenarios. Table
         3.2 below shows the predicted growth in both car journeys and distance
         travelled between 2001 and 2011 for the two growth scenarios. In the table
         Exeter is compared with national forecasts, figures for Devon and for the three
         rural districts of East Devon, Teignbridge and Mid Devon, which surround

         Table 3.2
                                       Growth in numbers of journeys Growth in distance travelled
                                          (% increase) 2001-2011       (% increase) 2001-2011
                                       Low Growth High Growth        Low Growth High Growth
          National (GB)                     13              16           13               19
          Devon                             14              17           14               21
          Exeter                            12              15           11               19
          Rural Districts                   17              20           17               24

3.12     In Exeter the numbers of journeys are expected to grow between 12% and 15%
         and the distance travelled lengthen between 11% and 19%. In contrast
         journeys in the rural districts surrounding Exeter are forecast to rise between
         17% and 20% and lengthen by between 17% and 24%.

3.13     Given the difficulty of providing additional capacity to meet this predicted rise
         in traffic the likely outcome is increased congestion and increased journey
         times. Unless some action is taken to slow growth in traffic, complaints will
         continue to be received about:
                  - the inefficiency for business users
                  - the nuisance caused by the use of unsuitable routes as rat runs
                  - the need for more traffic calming and other traffic management measures
                  - an increase in the number of injury accidents.

C/ TR 2/3 Exeter transport strategy – approved document nov 2001
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         This strategy aims to address these concerns.

         Air quality

3.14     Traffic, which is largely fuelled by petrol and diesel engines, causes emissions
         of a number of harmful pollutants. The Government has identified seven such
         pollutants. These are:

                      Benzene
                      1,3-Butadiene
                      Carbon Monoxide
                      Lead
                      Nitrogen Dioxide
                      PM10 particles
                      Sulphur Dioxide

3.15     Levels of these pollutants are measured at a number of sites within Exeter. The
         government requires all local authorities to undertake a review and assessment
         of air quality in their area. The result of this exercise is that Exeter has no sites
         where the seven pollutants are expected to reach harmful levels by the relevant
         date5. The improved design of cars, including catalytic converters and a move
         to smaller more efficient cars should continue to keep many of these harmful
         emissions at acceptable levels.

3.16     Ground level ozone can also be a problem, especially in hot weather in
         summer months, when sunlight can cause a chemical reaction with exhaust
         gases and create ozone, which may then get trapped at low levels. Its presence
         is not necessarily related to local traffic as it can be created over wide areas,
         where it remains static in certain weather conditions. In fact ozone levels tend
         to be higher in rural areas, rather than in towns and cities.

3.17     Transport is also responsible for a significant amount of CO2, the major
         greenhouse gas. The government is pledged to reduce the levels of CO2
         generated in this country as part of the Kyoto protocol.

         Injury accidents

3.18     The number of injury accidents in Exeter fluctuates from year to year, but the
         overall trend is downwards. Over the last 6 years the total number of all injury
         accidents has fallen from 460 to 407. The most significant fall has been in
         those seriously injured. Of most concern is the continued high proportion of
         accidents causing injury to pedestrians and cyclists. These vulnerable road
         users continue to suffer a relatively high rate of fatal and serious injury (KSI)
         accidents. About a third of all such accidents involve injury to pedestrians and
         around 13% to cyclists. The adoption of measures in the cycling strategy and
         the development of a walking strategy will go some way to reducing these
         accidents, but the continued application of other complementary measures,
         such as speed reduction and traffic calming are essential.

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4.       Overall Aim

4.1      The overarching aim of the transport strategy proposed here is:

                   to promote the continued prosperity of the city whilst
                   maintaining its attractive environment and meeting the
                   mobility needs of all its citizens.

         Overall Strategy

4.2      The strategy is therefore based on encouraging sustainable development, i.e.
         development that is not reliant on the car and does not encourage car
         dependency. In order to provide an efficient road network for businesses,
         increasing congestion will need to be controlled through some form of demand
         restraint. The use of alternative modes such as walking, cycling and use of bus
         and rail will be encouraged. A change of behaviour by a small number of
         travellers can lead to dramatic changes in traffic flow where the network is
         congested. The local environment in which people live, work and shop will be
         protected and in some cases improved. Implementation of the strategy will be
         monitored through an annual review of the associated Action Plan.

4.3      The following sections set out details of the strategy, mostly by mode.
         However, there are a number of sections that bring together the effects of all
         the modes to show how the strategy will affect air quality, social inclusion and
         the city centre.

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5 -16.             Proposals

5.       Demand Management

5.1      To manage the demand for road space through the supply of parking
         spaces and other mechanisms to provide a more efficient road network
         for essential and commercial users and public transport and maintain the
         economic vibrancy of the city.

         Where we are now

5.2      Demand for road space is already managed to a degree, mainly through
         parking controls but also by virtue of the finite capacity of the road network
         and through speed restrictions. On street parking is controlled through traffic
         regulation orders (TROs), visible as yellow lines and residents’ parking
         schemes. Off street parking is limited by space available and price charged.
         In the city centre the council controls 4,317 public parking spaces, but there
         are 5,125 additional spaces in private ownership, known as Private Non
         Residential or PNR spaces. It is difficult to control the latter unless through
         voluntary action of the site owner or lessee or through redevelopment of the
         sites. Public car parking is controlled through an annual review of tariffs.

5.3      Parking on street in residential areas around the city centre is controlled
         through residents’ parking schemes. These schemes reserve most of the on
         street parking for residents with annual permits. Some spaces are allocated for
         limited waiting and in some areas for visitors. Issue of the permits is currently
         free and administered by the City Council on behalf of the County Council.

5.4      There are few opportunities for creating additional highway capacity without
         environmental damage. The result of additional demand is congestion and the
         use of unsuitable (usually residential) roads by drivers seeking to avoid pinch
         points in the system.

5.5      Key Objectives

          To balance the management of parking in central and inner suburbs against
           the needs for a vibrant local economy
          To control on street parking through traffic regulation orders
          To manage off street public car parking keeping the overall number of
           spaces at about the same level as existed in 1999, but with a gradual shift
           from long stay to short stay through an annual review of tariffs.
          To offer priority for on street parking to residents in inner areas through
           residents parking schemes
          To control the amount of parking in new developments in conjunction with
           the implementation of green travel plans.

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          To ensure, wherever possible, there is a choice of attractive alternative
           modes of travel to the private car
          To consider in the longer term (after 5 years) the introduction of workplace
           charging or congestion charging

5.6      Key Actions

          To control the numbers of off street public and private car parking spaces
           through the local plan, planning briefs and development control
          To accept the redevelopment of car parks at Southernhay East, Princesshay
           (NCP), Bampfylde Street and The Triangle (part) and their replacement by
           car parks on the site of the former MFI building, Princesshay, the Bus &
           Coach Station site and Central Station Yard
          To review tariff levels in City Council operated public car parks annually,
           increasing long stay tariffs by more than inflation each year
          To control tariffs in any new car parks operated by others through planning
          To support the County Council’s control of on street spaces in the city
           centre and inner areas to provide a balance of short stay parking controlled
           through pay and display and some free but limited waiting
          To support the provision of park and ride car parks on the periphery of the
           city (see Buses and Park &Ride)
          To support the establishment of residents’ parking zones providing the costs
           of administration are met through a permit charge or other mechanism

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6.       Highway Management

6.1      To make best use of the existing principal highway network and provide
         new infrastructure to meet the needs of businesses and facilitate new
         development to ensure a vibrant local economy and reinforce the role of
         the city as the regional capital

         Where we are now

6.2      There has been little growth in the flow of traffic at peak hours along the main
         radial routes into Exeter for some years. This is not a reflection of no growth
         in traffic, but shows that there is no spare capacity on these roads. Traffic
         growth occurs by spreading the peak and by the use of alternative roads, often
         unsuitable for through traffic. Inevitably people will continue to drive for
         many of their journeys and for many there are no reasonable alternatives.

6.3      There is, however, some scope for new highways and for improvements to the
         management of existing roads. These measures include providing drivers with
         better information, including sophisticated route planning systems or more
         simple but effective signing, local improvements at junctions using Section
         106 funds from developments and more strategic improvements to assist with
         the regeneration and spatial development of parts of the city. In particular, a
         new road to improve access to the Quayside, an extension of Grace Road to
         improve access to Marsh Barton and a new link between Ambassador Way
         and Pinhoe to improve access to developments to the east of Exeter.

6.4      Key Objectives

          To maximise efficiency of the existing road network
          To embrace use of the latest Intelligent Transport Systems to help drivers
          To maintain and review regularly conventional signposting
          To provide new highways, where necessary, to open up development sites
           and aid regeneration
          To require the provision of local improvements to highways and junctions
           in association with new development

6.5      Key Actions

          To support a review of the signing system in Exeter by the County Council
          To support the County Council’s use of ITS to help drivers
          To press developers to provide funding for off site highways works,
           including in some cases the provision of new highways
          To encourage the County Council to invest in new highways where they
           will open up and regenerate development sites

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7.       Buses and Park & Ride

7.1      To make bus travel more attractive and encourage more people to use
         buses for suitable journeys, especially as an alternative to the private car.

         Where we are now

7.2      There are two main types of buses operating in Exeter, the city bus network
         and the county or regional network. The former is largely operated by frequent
         minibuses (operating at 10 to 12 minute headways), which run through the
         High Street, whilst the latter are operated by more conventional less frequent
         larger buses that terminate in the bus and coach station. The predominant
         local operator of both types of services is Stagecoach. Longer distance
         coaches, both express interurban services and tourist coaches, also use the bus
         and coach station. The bus and coach station is run by Stagecoach on a lease
         from the City Council. It is reaching the end of its useful life and the site has
         been identified together with adjacent areas for redevelopment, including a
         modern bus station.

7.3      Separate from the main bus network are two Park and Ride services that
         operate between the three park and ride sites and the city centre. PR1 operates
         commercially between sites at Matford and Sowton, each with 500 car parking
         spaces, using small buses (8.5m long), which run through the High Street
         every 7-9 minutes daytimes Mondays to Saturdays. PR2, which is a contracted
         service, operates from Honiton Road site (400 spaces) using larger low floor
         vehicles that terminate in the city centre at Paris Street. Whilst these services
         generally operate independently of the main city bus network with separate
         lower fares and express services, they do augment the local network in some
         areas at certain times of day, especially serving the two industrial estates of
         Marsh Barton and Sowton and the Haven Banks area.

7.4      Key Objectives

          To work with bus operators, DCC and developers to aim to ensure a
           network of bus services, operating at least every half hour during daytimes
           Monday to Saturdays, can be reached by all residents and users, both
           existing and potential, within a 10 minute walk of origins and destinations
           within Exeter
          To aim to ensure that all employment areas above 5,000 m2 in the city can
           be reached by bus (or train)
          To ensure that wherever possible commuters and visitors to the city can get
           to the city centre and other major attractors by bus
          To develop orbital bus routes in the city, especially on the eastern side
          To maintain existing frequencies and penetration of the city bus network as
           far as possible
          To reduce delays to buses and improve reliability
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          To make buses more accessible and more comfortable for all users
          To encourage bus operators to adopt ticketing systems that can be
           purchased on and off buses that are attractive and speed up boarding and
          To encourage customer friendly policies by bus operators and their staff
          To ensure that information on services and fares is provided in an easily
           understood and appropriate format at home and at the bus stop
          To improve facilities for waiting at bus stops
          To support redevelopment of the bus station site to provide a modern bus
           station with good facilities for information and waiting and appropriate
           ancillary facilities
          To facilitate integration with other buses and other modes of transport,
           through ticketing and physical design

7.5      Key Actions

          To encourage DCC to provide and maintain bus services that run at least
           every 30 minutes during daytimes on Monday to Saturday to the 3.5% of
           dwellings within the city’s boundary that are beyond 400m of an existing
          To ensure that major new residential development is built within 400m of
           an existing bus service or to secure such a bus service as part of the
          To ensure all new major development is designed to be accessible by buses
          To support the County Council’s proposals for the expansion of the existing
           Park & Ride site and its facilities at Honiton Road
          To identify, through partnership with bus operators, DCC and surrounding
           District Councils, new Park and Ride sites at suitable locations on the
           periphery of the city
          To encourage bus operators and DCC to provide frequent (as a minimum
           every 12 minutes), comfortable, good quality, reliable and affordable buses
           from the Park and Ride sites to the city centre
          To ensure Park and Ride sites are clean, secure and well maintained by
           encouraging other complementary uses on site, through the use of CCTV,
           planned cleaning and maintenance, the provision of public toilets etc.
          To promote and market the image and quality of Park & Ride as a distinct
           entity from the main bus network, in conjunction with the County Council
           and the bus operators
          To implement a series of bus priorities (bus lanes, no car lanes, bus gates,
           bus only turns, bus boarders etc.) where these will lead to an overall benefit
           to travellers along a corridor or at a specific location by improving journey
           time and reliability as identified in the bus study
          To encourage bus operators to adopt ticketing systems and bus design,
           which will reduce time taken for people to board and alight from buses,
           including the introduction of smart cards

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          To encourage bus operators to introduce low floor buses capable of use by
           wheelchair users and parents with children in buggies as soon as is
          To support the County Council in protecting bus stops from parked
           vehicles, so that buses can pull in to the kerbside

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8.       Passenger Rail Services

8.1      To improve links with other areas, particularly London, and to encourage
         the use of rail locally for suitable journeys, especially as an alternative to
         the private car.

         Where we are now

8.2      Exeter is at the hub of five national and local rail lines running seven services
         by four different franchises. There are eight stations in Exeter.

8.3      First Great Western operates intercity services from Exeter to London
         (Paddington), Paignton, Plymouth and beyond to Cornwall. Virgin Cross
         Country operates services to Bristol, Birmingham and beyond in one direction
         and to Plymouth and Cornwall the other way. Both these intercity services use
         Exeter St Davids station, which is leased and operated by First Great Western.
         Both these franchises still have some time to run before their renewal in
         2006(FGW) and 2012(VXC).

8.4      More local services are run by South West Trains (SWT) stopping at local
         stations on its route to London (Waterloo) and to Paignton and Plymouth.
         Similarly, Wales and West runs services to Barnstaple, Exmouth, Paignton and
         Plymouth stopping at local stations in Exeter and beyond. Local rail services
         have an important role in providing fast and reliable public transport from
         outlying towns and villages into the heart of Exeter at Central station, thus
         providing people in those areas with a choice of sustainable travel.

8.5      The SRA has shortlisted seven companies interested in bidding for a new
         Wessex franchise that will include the Exeter to Waterloo line. This line has
         been transferred from the SWT franchise. The line will continue to be
         operated by Stagecoach as part of SWT until their franchise runs out in 2003.
         Wales and West had agreed to terminate their franchise early (end March
         2001) but has recently agreed to continue operating its services in the Wessex
         franchise area up until the end of March 2003 (depending on the date from
         which the new Wessex franchise operates). The new longer franchises
         proposed offer an opportunity of seeking improvements to local travel and
         ensuring the future of the Waterloo line as an alternative to the First Great
         Western line to London Paddington.

8.6      The City Council is part of Exerail, which is a partnership of the County
         Council, East Devon, Mid Devon, North Devon and Teignbridge District
         Councils with the City Council, Railtrack and Wales and West. The aim of
         the partnership is to support the local network through publicity and small
         scale infrastructure improvements. It also provides revenue support to the
         Barnstaple line.

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8.7      Two recent consultancy studies have been carried out on rail provision in
         Exeter. The first concerns the future of St Davids station and its function as an
         important gateway to the city. The second concerns the Exmouth branch line,
         which is close to capacity at certain times of day. The output from these
         studies has been incorporated into the objectives and actions outlined below.

8.8      Key Objectives

          To work in partnership with the County Council, other Districts, Railtrack,
           train operating companies and the Strategic Rail Authority to ensure the
           continuation and improvement of a network of passenger rail services
           centering on Exeter
          To encourage fast, reliable and regular services with sufficient capacity to
           and from London and other major destinations like Bristol, Birmingham
           and the north, Plymouth and the south west for business and other users
          To maintain two main lines to London - one to Paddington and the other to
           Waterloo - in order to provide choice in both journey time and level of
          To encourage the provision of reliable rail services with sufficient capacity
           at clock face intervals on local branch lines
          To encourage greater use of local branch lines through publicity and
          To improve the main arrival points in Exeter by rail
          To improve waiting facilities and information at stations
          To provide better integration at stations with other modes, including bus,
           taxi, cycling, walking and car parking

8.9      Key Actions

          To lobby, in partnership with the County Council and Exerail, the SRA to
           establish a Wessex franchise that meets the aspirations of Exeter, i.e.

                    regular clock face hourly service to Waterloo
                    retention of the network card benefits of SWT franchise on the
                     Waterloo line
                    half hourly local service to Axminster stopping at all local stations
                    new station to serve the new community in east Devon
                    regular clock face half hourly service to Exmouth with quarter
                     hourly service to Digby or Topsham
                    regular clock face hourly service to Barnstaple
                    an hourly service to Paignton
                    a local service to Taunton with potential new stations at Wellington
                     and Cullompton
                    improved access and information at all stations, especially Exeter
                     Central, including new display screens at New North Road entrance
                    all platforms the correct height

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                    better integration with other modes of transport, including buses and
                     cycling with secure cycle parking and reasonably priced car parking

          To endorse in general the County Council’s gateway project at St Davids
           station, which will result in an enhanced environment and better integration
           with buses, taxis, walking and cycle routes and car parks
          To support a Rail Passenger Partnership bid by Exerail for improvements to
           stations along the Exmouth branch line, including infrastructure, new
           shelters, and a long line public address system
          To support a Rail Passenger Partnership bid for trains to be lengthened to at
           least three carriages on the Exmouth branch line to cater for predicted
           numbers of passengers in the peak and avoid overcrowding
          To support improvements to pedestrian access to stations and their
           platforms, which will particularly benefit elderly and disabled passengers
           and those carrying heavy luggage, including the provision of lifts at
           appropriate stations

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9.       Taxis


9.1      To regulate and promote the taxi trade to provide a safe, secure,
         accessible and attractive form of transport at all times

         Where we are now

9.2      The City Council regulates both hackney carriage (taxi) and private hire
         licences. The number of hackney carriage licences is limited to 48. There is
         no restriction on the number of private hire vehicles and the council currently
         licences some 150 vehicles.

9.3      The Disability Discrimination Act (DDA) 1995 contains statutory regulations
         which mean that all new hackney carriages will be required to take
         wheelchairs by 2004 and all existing vehicles by 2012. Councils can apply for
         an exemption from compliance by the latter date. There are currently 10
         hackney carriages, which are wheelchair accessible and 3 licensed private hire
         vehicles. Unfortunately the DDA regulations do not govern private hire

9.4      The role of taxis as public transport is recognised and they are allowed to use
         all bus or no car lanes and pass through bus gates (i.e. short stretches of road
         limited to buses only), apart from the bus priority on Preston Street.

9.5      Key Objectives

          To recognise the important role that taxis and private hire vehicles play in
           offering transport that is an alternative to the private car.
          To encourage the use of vehicles that are accessible to all wheelchair users

9.6      Key Actions

          To ensure that licences are only issued to operators, drivers and vehicles in
           accordance with the legislation and the conditions set out by the Council
          To regularly review the maximum number of Hackney Carriage licences to
           ensure that all unmet demand is met
          To ensure that all new Hackney licences are for wheelchair accessible
           vehicles in line with the Disability Discrimination Act 1995 and to ensure
           that all licensed hackney carriages are wheelchair accessible by 2012
          To encourage Private Hire operators to use vehicles that are wheelchair

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          To permit hackney carriages to use as many of the bus priority facilities as
           possible (currently the only exception is the bus priority on Preston Street)
          To review with the County Council the location for taxi ranks in the city
           centre in consultation with the city centre manager and representatives of
           the Hackney Carriage trade

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10. Cycling

10.1     To make cycling more attractive and encourage its use for appropriate
         journeys, especially as an alternative to the private car.

         Where we are now

10.2     Exeter already has 24 kilometres of cycle routes (including some use of bus
         lanes and cycle lanes) and a further 9 kilometres of quiet roads identified as
         part of a cycle network. Advance stop lines and other traffic management
         measures have been introduced extensively in the city to make the use of the
         road network in the city safer for cyclists.

10.3     It is difficult to determine the current level of cycling in the city, but it is
         estimated that about 1.5% of vehicle km on the main highway network are
         made by cycle. This is based on an analysis of 12 hour traffic counts taken at
         various locations throughout the city over a five year period. This is likely to
         be a serious under-estimate of cycle journeys as cyclists tend to avoid the very
         busy main roads and use facilities specially provided for them. Here, the
         evidence from an automatic counter on the riverside just south of the canal
         basin, shows growth in use year on year. Weekday use exceeds Sunday levels,
         suggesting routes along the river provide an attractive alternative to the busy
         main roads of Topsham Road and Alphington Road.

10.4     Some 130 Sheffield stands providing 260 spaces are deployed across the city,
         mainly in the centre to cater for cycle parking. These stands rely on cyclists
         securing their bikes to the stands using their own locks. There are a number of
         complaints about the theft of cycles. Altogether there were 262 thefts of pedal
         cycles within the city in 2000/2001, with 397 the previous year.

10.5     In January 2000, the City and County Councils agreed a joint cycling strategy
         for Exeter for consultation. Amongst other things, the strategy set out a
         proposed network for the city to ensure the availability of fairly safe cycle
         routes between all major origins and destinations for implementation over the
         following 10 years. An action plan was attached to that strategy and has been
         incorporated into this document. Response to that strategy has been largely
         supportive and some of the proposals have already been implemented.

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10.6     Key Objectives

          To provide a quality network of safe cycle routes that links residential areas
           to the city centre, universities, colleges, schools, hospitals, railway stations
           and major employment and shopping areas in the city
          To promote the benefits of cycling to the wider community and increase the
           level of cycling in line with the national targets set by the government, viz,
           to triple the number of cycling trips by 2010 from a 2000 base
          To ensure that all dedicated cycle routes are well maintained and swept
          To secure more widespread cycle parking facilities, including some that
           offer greater security
          To complete the construction of the National Cycle Network through Exeter
          To promote leisure cycling by both residents and tourists
          To reduce injury accidents to cyclists, especially serious injuries
          To improve cycle training
          To improve the image of cycling and make it a more accepted mode of

10.7     Key Actions

          To develop jointly with DCC a proposed network of cycle routes that will
           provide safe routes between residential areas and key locations, including
          To develop jointly with DCC, and following consultation with the Cycle
           Forum, a programme of schemes for the next ten years to implement the
           cycle network, setting out the priorities, including schemes on road or at
          To develop jointly with DCC a variety of cycle parking facilities, including
           public cycle parking in the city centre, which offers greater security and set
           up a database of locations
          To include the proposed cycle network and other policies about cycle
           facilities within the Local Plan for implementation through development
          To develop jointly with DCC a new improved cycle signing and
           waymarking system to help cyclists follow routes in the network
          To support DCC in the completion of sections of the National Cycle
           Network alongside the canal and estuary in Exeter
          To develop a system of monitoring cycle usage through surveys and traffic
          To develop initiatives linking cycling to health promotion

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11. Walking

11.1     To make walking easier and more attractive and encourage people to
         walk for appropriate journeys as an alternative to the private car

         Where we are now

11.2     Nationally some 27% of all journeys are made on foot rising to 80% of
         journeys under a mile. In Exeter, according to the 1991 census 17% of people
         walked to work. More women walk than men. Unfortunately, as car
         ownership increases and journeys lengthen, the long term trend is downwards,
         even for shorter journeys. The challenge is to maintain and increase existing
         levels of walking. Pedestrians are also one of the most vulnerable road users
         suffering a higher proportion of fatal or serious casualties than car travellers.

11.3     Substantial areas of the city centre are fully or partially pedestrianised and a
         policy in the deposit version of the Local Plan First Review proposes a
         pedestrian priority zone at the heart of the city centre. The Exeter Act prevents
         vehicles parking on footways except in a few designated and signed locations.

11.4     The City and County Councils have recently decided to join in partnership
         with Sustrans, a national charity on developing the Exeter Walking Project.
         The aim of the project is to identify radial (for utilitarian) and circular (for
         leisure) routes and demonstrate the range of measures necessary to improve
         some of these key routes to make walking more attractive.

11.5     Key Objectives

          To acknowledge that walking is a flexible and reliable form of travel that
           causes no pollution
          To promote the important health benefits of walking
          To create further pedestrianised or pedestrian priority areas in the city
          To create a network of quality routes linking key origins and destinations
          To ensure that the surfaces walked on are of good quality and well designed
           and capable of use by everyone including those with disabilities
          To ensure that key routes are convenient and safe from traffic
          To improve the appearance of key pedestrian routes and the personal
           security of their users
          To ensure the network is clear by use of signposting, street naming and
           other methods
          To encourage walking for leisure
          To create pedestrian priority in appropriate residential areas of the city
          To ensure there are good walking links to and from public transport nodes
           and schools

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11.6     Key Actions

          To work with the County Council and other interested parties to implement
           the pedestrian priority zone set out in the Local Plan
          To identify in partnership with the County Council and Sustrans a series of
           key routes linking important destinations and develop proposals to make
           the routes more attractive through design, traffic management, lighting and
          To identify and implement new paths across open space, where there is a
           clear need
          To develop a set of minimum standards for new or improved routes,
           including safe by design criteria
          To work with the County Council and schools on the development of
           school travel plans and the identification of safe walking routes
          To support the Council’s leisure strategy in encouraging walking as a
           healthy pursuit
          To identify a number of circular leisure walking routes around the city in
           partnership with Sustrans and the Countryside team and establish a series of
           tourist trails based on the city centre
          To work with the County Council and local residents in the creation of
           Home Zones, which will give priority to pedestrians and children playing in
           designated residential areas

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12. Freight

12.1     To develop initiatives that will promote efficient and sustainable means of
         distribution to support a strong local economy and enhance the

         Where we are now

12.2     A large part of Exeter is covered by a lorry ban, which means that lorries over
         7.5 tonnes are not allowed to travel through the city except on certain
         designated routes and in two cases at night only. This ban was imposed before
         the motorway and other major trunk routes were built and while it no longer
         serves the same purpose, it prevents drivers of lorries cutting through the city
         fringes. Lorries with a origin or destination in Exeter are of course exempt.
         There are therefore a number of roads that are subject to individual lorry bans
         weight, length and width restrictions), which prevent their use except for
         access. These cover:

         Length restrictions                  Chancel Lane
                                              Bartholomew Street
         Weight restrictions                  Sidmouth Road (2 sections)
                                              Russell Way (part)
                                              Alphinbrook Road (part)
         Weight and width restrictions Isca Road
                                              Iron Bridge
                                              Northernhay Street
         Width Restrictions                   Lower Hill Barton Road
                                              Quarry Lane
                                              Wonford Street
                                              Buller Road
                                              St Andrews Road
                                              Dawlish Road
                                              Pinn Lane

12.3     There are also restrictions on delivery times for some parts of the city centre,
         particularly to the High Street.

12.4     The only local rail terminal for freight is at Riverside Yard near Exeter St
         Davids station. It is a small terminal and not suitable for expansion as access
         for heavy lorries is through a residential area. A new regional inter-modal
         terminal is proposed just beyond the City Council’s boundaries adjacent to
         Exeter airport, though this is not expected to handle bulk commodities
         currently using the existing Riverside Yard. The airport is also an important
         terminal for freight handling 100 tonnes per annum by scheduled flights Its
         proximity to the proposed inter-modal regional terminal should be

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12.5     The deposit version of the Local Plan First Review includes policies to protect
         rail access and disused rail lines in future (T14) and sets out the conditions
         under which lorry transhipment facilities can be provided(T16). The creation
         of a pedestrian priority zone in the city centre in Policy T6 may also have an
         impact on the freight industry.

12.6     In autumn 2000 the County Council initiated a Freight Quality Partnership
         (FQP) for Exeter and its environs. This partnership involves the freight
         industry represented by the Freight Transport Association, the Road Haulage
         Association (RHA), some local hauliers, the rail industry and representatives
         of industrial estates, local environmental groups and both the city and county
         councils. Terms of reference have been agreed and surveys are currently being
         organised of the various interest groups to identify problems and other issues
         for subsequent discussion. The aim is to produce an agreed Action Plan.

12.7     Key Objectives

          To promote a Freight Quality Partnership in Exeter working with all
           relevant agencies to develop a sustainable freight strategy
          To encourage the use of rail for the carriage of freight as much as possible
          To encourage the use of suitable routes for HGVs within the city boundary
           and restrict the use of unsuitable roads
          To restrict deliveries to city centre destinations at certain times during the
           day to avoid conflict with pedestrians
          To encourage the establishment of transhipment depots
          To promote the use of the airport for freight as well as business use

12.8     Key Actions

          To support the development of a Freight Quality Partnership for the city
          To include policies and proposals in the Local Plan to protect rail access to
           adjacent sites and to protect disused rail corridors for transport use
          To support the maintenance of the city wide lorry ban that prevents the use
           of unsuitable routes for through HGV movements and identifies acceptable
          To review the time restrictions on deliveries to and from the main shopping
           streets to create the pedestrian priority zone advocated in the Local Plan
          To support the establishment of a multi modal freight depot in East Devon
           near the airport
          To encourage the establishment of airport related businesses including
           airfreight by supporting the development of Skypark and the redevelopment
           of the airport in East Devon
          To support the imposition of appropriate restrictions on unsuitable routes
           for HGVs within the city

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13. City Centre

13.1     To provide a high quality environment with good quality townscape for
         the city centre that maintains access for both bus and car in a way that
         reduces their intrusiveness.

         Where we are now

13.2     The main focus of the city centre is High Street, which although partially
         pedestrianised, suffers from its use by buses as a bus station and intrusion by
         roads crossing it carrying through traffic. The current layout is now somewhat
         worn and dated, presenting a poor physical environment with poor quality
         paviours and street furniture and planting boxes that obstruct the movement of
         pedestrians. The existing pedestrian spaces at Bedford Square and Castle
         Street are also poor.

13.3     A number of redevelopments are proposed, the most significant of which is
         Princesshay, which presents an opportunity to improve the physical
         environment and reduce conflict with vehicles. In addition a series of city
         centre enhancements is now programmed including Castle Street, Bailey
         Street, Musgrave Row and Little Queen Street as well as High Street itself.

13.4     Paris Street/New North Road continues to provide an important route to
         through traffic between the north-west and the south-east, cutting off High
         Street from Sidwell Street. The County Council’s Saturn model was used to
         examine the effect of closing this route at High Street to all traffic except
         buses. As expected, this work suggested a considerable amount of traffic
         would divert to York Road and Blackall Road, which would overload their
         junctions with Pennsylvania Road and Sidwell Street and affect access to King
         William car park. As an alternative, consultants as part of the Bus and Coach
         Station study, looked at the effect of improving the junction for pedestrians
         and buses by reducing the cycle time at the junction. They concluded that this
         would give more priority to pedestrians and buses without substantially
         affecting the capacity of the junction.

13.5     At the other end of the High Street a one way system along North Street/South
         Street and Market Street/Mary Arches Street forms a similar, but smaller,
         barrier for pedestrians and divides the High Street from Fore Street. Fore
         Street is itself used by buses and general traffic in both directions including
         some on street parking. Traffic also cuts through the commercial area of
         Southernhay to avoid congestion on the purpose built Western Way bypass.
         Other rat runs have been reduced through traffic management measures.

13.6     Most car parks are on the periphery of the city centre. The most central and
         hence the most popular is Guildhall, whose access is on Paul Street. Access to
         this car park and sometimes Mary Arches nearby often causes problems

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         because of queuing traffic, despite the presence of variable message signs
         about capacity at the car parks on the approaches to the city centre. Servicing
         of part of the High Street is achieved through rear access, but must be provided
         on the street frontage for many properties between Martins Lane to South
         Street. This is carried out during specified times.

13.7     Apart from the city bus network, which consists of minibuses all of which pass
         through the High Street, the longer distance buses terminate at the bus and
         coach station on Paris Street. The nearest rail station, Central, is on Queen
         Street, a five minute walk to High Street. Cycling is not permitted along the
         High Street during the day, but cyclists can dismount and cross the High
         Street. Cycle parking is provided at a number of locations and is well used.

13.8     Key Objectives

          To create a largely traffic free core at the centre of the city over most of the
          To create high quality pedestrian spaces with good townscape and local
          To develop higher quality building with mixed uses to create a vibrant city
          To ensure pedestrian spaces are useable by all sections of the community,
           including those with disabilities
          To improve the legibility of the city through better signing and more
           imaginative uses of lighting
          To assess the case for closing some key streets to traffic or significantly
           reducing traffic volumes

13.9     Key Actions

          To seek a reduction in the number of buses in the High Street, and assess
           the feasibility of a completely traffic free section
          To improve waiting facilities and roadside information (including the
           introduction of real time information) in the city centre
          To reduce the presence of servicing traffic throughout the day on High
          To improve the environment for pedestrians in High Street and nearby side
           roads through a programme of enhancements
          To create new pedestrian spaces where pedestrians can stroll or meet up
           with friends and family and where street performances can take place
          To reduce conflict between pedestrians and general traffic at the junction of
           Paris Street/New North Road and High Street/Sidwell Street through
           amendment to the traffic signal timings
          To develop proposals for the better use of Fore Street by pedestrians and
           less traffic
          To replace and improve variable message signing for city centre car parks
          To develop a new pedestrian signing system, based on a strategic overview,
           with links to car parks, shopmobility, bus and coach station and rail
           stations, especially St Davids

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14. Social Inclusion

14.1     To ensure that no section of society is unable to access facilities and
         services because of a lack of appropriate transport.

         Where we are now

14.2     The Council already recognises that there are a number of groups of people
         who are unable to take advantage of services and facilities through lack of
         independent travel opportunities. These groups include: older people,
         (especially the frail elderly), people with disabilities that impair mobility,
         young people, parents accompanying young children and those in poverty.
         These groups are not mutually exclusive. People can be old, disabled and
         poor. Many of the people described above will not have access to either a
         driving licence or a car. Ensuring that alternative modes of transport are
         available, affordable, safe and easy to use is important to these disadvantaged
         groups of people. Many of the actions described elsewhere in this document
         do just that.

14.3     A number of initiatives already exist to help these disadvantaged people.
         The Council operates a concessionary travel scheme for older people, people
         with disabilities and 16-18 year olds in full time education. Eligibility is
         governed by the Transport Acts of 1985 and 2000. Free passes are available to
         each of these groups, which entitle them to discounted travel. Children under
         16 are catered for by commercial discounts. Recently, the Council has joined
         with other District Councils in Devon to form Devonwide, a partnership to
         administer a new concessionary fares scheme, which entitles eligible elderly
         and disabled people to half fare travel on all bus services operating throughout
         Devon. This is in line with provisions in the Transport Act 2000, which sets
         out national minimum provisions. The intention is for all authorities to review
         their participation in this partnership during its first year of operation.

14.4     The City Council supports special services through the payment of a grant to
         Exeter Community Transport Association (ECTA), which runs Shopmobility -
         a wheelchair and scooter loan service for people with disabilities so they can
         get around town- and Ring & Ride - a small wheelchair adapted minibus that
         can be pre-booked to provide a door to door service for people with disabilities
         and the frail elderly. ECTA also adminsters a taxi card system on behalf of
         both the City and County Councils. This scheme is aimed at wheelchair users
         and reimburses them for part of the cost of taxi journeys,.

14.5     Key Objectives

          To make all public transport more affordable, especially to older people, the
           young and those with disabilities

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          To make sure that as far as possible bus services operate within reasonable
           walking distance of where people live and want to go in Exeter and that
           access onto buses is easy and comfortable for all users
          To encourage bus operators to introduce low floor buses capable of use by
           wheelchair users as soon as is practicable
          To support community transport initiatives that provide independent travel
           opportunities for people with limited mobility
          To ensure that walking and cycling routes are comfortable and well
           maintained so they can be used by all sections of the community

14.6     Key Actions

          To support the building of infrastructure (raised kerbs, build outs etc.) by
           DCC to provide passengers, especially wheelchair users with level access at
           bus stops
          To provide free concessionary travel passes within the relevant legislation
           and within the Devonwide partnership for older people and those with
           disabilities so that they can afford to use public transport and continue to
           lead independent lives
          To review the restriction on the hours of operation of the concessionary
           fares scheme for people with disabilities so that they can use their
           concession for travelling to work
          To continue to provide free concessionary travel passes for young residents
           (16-18 years old) in full time education for travel on buses with an origin
           and/or destination in Exeter
          To encourage the rail industry to improve access to rail stations and trains,
           especially for mobility impaired passengers, including the provision of lifts
           where necessary
          To continue to provide grants for community transport in Exeter
          To ensure that the needs of all sections of the community, including those
           with disabilities are taken into account in the design and maintenance of
           footways and other walking routes and that they are kept free from
          To improve lighting, especially on peripheral routes to the city centre,
           including to the Quayside

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15. Travel Awareness

15.1     To seek to change people’s behaviour by making them more aware of the
         consequences of their travel choices and encouraging their use of more
         sustainable modes.

         Where we are now

15.2     The City Council regularly participates in promotional events to encourage
         people to travel by more sustainable modes of transport. In the last year such
         events included: Ride the Net, Cycle Sunday, Car Free day and a Park & Ride

15.3     The Exeter Initiative, which is a group of local businessmen and
         representatives from the City and County Councils sought to develop an
         Exeter Business Travel Plan because of their concern about the impact of
         growing traffic congestion on the economy of the city. The aim of the Travel
         Plan was to get businesses to look at how their employees travel and by
         linking together sought effective alternatives. The City Council has carried
         out its own survey of staff travel habits with the intention of introducing its
         own green travel plan over the next year, which will include a package of
         measures to encourage less car use and more sustainable travel.

15.4     Key Objectives

          To raise awareness of the consequences of travel behaviour at an individual
           and collective level
          To persuade people to consider other forms of transport or to travel less
          To influence the travel habits of the City Council’s own employees

         Key Actions

          To develop the Council’s own green travel plan to encourage employees to
           travel to and from work and whilst at work by more sustainable modes
          To encourage the development of green travel plans as one of the
           conditions of planning consent for larger new developments

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16. Tackling Pollution

16.1 To minimise harmful emissions from road vehicles on roads and car
parks in the city

         Where we are now

16.2     The City Council already monitors the level of pollutants at a number of sites
         within Exeter. In line with government requirements a review and assessment
         of air quality within the city has already been undertaken. There are no sites in
         Exeter where any of the seven pollutants assessed are expected to reach
         harmful levels.

16.3     The creation of a pedestrian priority zone in the city centre presents the
         opportunity for declaring the area a clear zone and emphasising the associated
         reduced emissions.

16.4     Key Objectives

          To ensure that emissions from road vehicles are within the acceptable limits
           set by the government
          To support the use of alternatively fuelled vehicles, catalytic converters and
           particulate traps to reduce harmful emissions
          To establish an area or areas where access is limited to motorised vehicles
           with low emissions

16.5     Key Actions

          To continue monitoring levels of harmful emissions at a number of fixed
          To investigate the use of alternative fuels in new or existing vehicles
           through grants and advice from Powershift
          To establish a Clear Zone in the city centre, through limiting access to
           certain vehicles with engines that reach an established standard (Euro 2 by
           2002 and Euro 3 by 2008) or use of electric vehicles

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17. Implementation

17.1     Implementation of the strategy will largely be through two sources; the County
         Council (as highway authority) and local transport providers - the bus and rail
         operators. The County Council has set out its broad strategy and bid to central
         government for capital expenditure through its Local Transport Plan (LTP).
         The LTP sets out a strategy for the medium term (up to 10 years) and suggests
         the type of measures and the level of investment required to achieve part of it
         over the next five years.

17.2     The County Council submitted its first full LTP in July 2000. It divides the
         county into a number of zones, including an Exeter Zone. This is essentially a
         travel to work area around Exeter. The allocation for integrated transport in
         the Exeter Zone is £2.2m for 2001/2002. Proposals include:

            minor highway improvements
            traffic management schemes
            public transport schemes
            road safety improvements
            design work on the expansion of Park and Ride at Honiton Road
            new cycling routes
            new walking routes
            improvements to existing cycling and walking routes
            the promotion of green travel plans
            monitoring the impact of the proposals in achieving the objectives.

17.3     The government has given Devon County Council indicative allocations for
         the following four years for Integrated Transport. On this basis funding for the
         Exeter Zone is expected to be at or just below this level, but will depend on the
         County Council satisfying central government that it is achieving its objectives
         through its Annual Progress Report and on the share of resources allocated by
         the County Council to the Exeter Zone.

17.4     Bus operators are expected to invest in new or newer buses over the same
         period. Information on investment levels is not available as it is commercially
         sensitive. Although little investment is expected from rail operators in the
         short term, the Strategic Rail Authority is currently tendering for the Wessex
         franchise, which is expected to come into operation when current franchises
         expire in 2003. It is expected that Train Operating Companies (TOCs) will
         include substantial investment proposals in their franchise bids.

17.5     The City Council itself devotes some of its revenue and capital budget to
         transport initiatives or related issues, including a contribution to Exerail,
         community transport grants and concessionary travel. The capital programme
         includes investment in environmental enhancements in the city centre for
         which an annual sum of £150,000 is currently committed. Some funding is
         also available from developers as a result of Planning Obligations through
         Section 106 payments.

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17.6     Given that most of the resources for implementing this strategy remain outside
         the control of the City Council, no targets have been set. Instead monitoring
         of the progress of the strategy will be through the Action Plan. The strategy
         itself is expected to be the subject of a full review in five years time.

18. Action Plans

18.1     Attached to this document is an Action Plan
         (http://www.exeter.gov.uk/docs/strategy/transport_ap.doc) that draws together
         all the key actions from this strategy. Responsibility for pursuing each action
         within the City Council together with key partners, key dates and any
         resources required is identified. Each action has been given a reference
         number. It is intended that the Action Plan be reviewed each year to assess
         progress on achieving the strategy.

TR 2/3
7 November 2001
  Especially PPG 6 (town centres and retail development) and PPG 13 (transport)
  Residents’ Opinion Survey carried out by Robertson Bell Associates in 1998
  National Travel Survey: 1997-1999 Update published by DETR August 2000
  National Trip Ends Model (Tempro)

C/ TR 2/3 Exeter transport strategy – approved document nov 2001
11 June 2012

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