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In the long term, the impact of increased traffic flow over the County wide road network and over the internal circulation routes of the City of Gillette is expected to.
Table of contents

Those stops would include the travel hubs discussed below in section 9. At off-peak times, there needs to be more flexibility about how buses are routed for greater efficiency. A single rural bus service can serve only a small minority of people whose journeys happens to begin and end close to the bus route. Interchanging to other services is essential to making public transport work for more people.

The travel hubs described above can provide an interchange between express and traditional rural, stopping services which become, in effect, feeder services. Within cities, transport planners need to design bus routes around facilitating interchanging. The typical model is hub-and-spoke: all buses come into a central bus station, where passengers can change to another bus.

Often though, this central location is highly congested, with little scope for building new bus priority measures.

Urban Transport Challenges

Another model is ring-and-spoke, where buses circulate around an inner ring road. This effectively makes it one big hub: you can hop off anywhere and catch a bus headed to any other part of the city. Oldenburg in Germany uses this model. Where a company puts on a works bus service, this will often compete with and undermine the viability of public services.

Therefore it is far preferable and probably cheaper for the company instead to subsidise public services for the hours or frequency needed to make it serviceable for their workers.

The end of the road?

Hopefully the Bus Services Bill will make this kind of arrangement easier to organise. However research has identified two unwanted side effects:. Those travelling from the local area would be served best by rapid bus services from close to home. To make this work, buses need to run more like trains or coaches. Rather than calling at multiple road-side stops, buses need to call at one, well-connected travel hub in each rural centre along the route.

They are unlikely to be tempted to abandon their cars far away from the city so sites need to be located close to the city edge. Travel hubs in rural centres should be well-connected to the surrounding homes and amenities by foot- and cycleways. Local buses where these are commercially viable and community transport should provide links to the wider area.

Crofton Village Subdivision: Environmental Impact Statement - كتب Google

A large car park would be neither desirable nor necessary at most such hubs: many busy train stations have little parking provision, with most people walking, cycling or being dropped off. Public money should be used to subsidise public transport, which is available to everyone, rather than parking, which is available only to those who are able to drive and can afford a car. The idea is that some of the traffic that would normally sit in a queue somewhere in the city is held back temporarily at the edge.

Here there is typically land of relatively low environmental or heritage value that may be used to widen the road to queue traffic and provide a bypass lane for buses and emergency services and potentially other authorised vehicles. Clear signage in advance of the queuing area should inform drivers of expected queuing times and direct them to the nearest park-and-ride. This ensures that all traffic flows freely beyond the gate. This obviates the need for bus lanes, and improves journey times for all road users. Efforts to reduce car traffic in cities are being undone by growth in commercial traffic.

The largest growth in traffic in cities is in LGVs up This is the General Post Office model pre-deregulation. City authorities should look to encourage companies wishing to set up and run the depots, and find ways to incentivise logistics companies to start using them. In this way, authorities can also incentivise use of low-emission vehicles. Cambridge is one of the few cities to have an established and successful cycle logistics business delivering small packets and parcels from a depot close to a junction on the A Changes in legislation that permit the use of larger electric-assist cargo bikes have helped.

Local authorities can also help by ensuring that cycle routes are sufficiently wide to accommodate cargo bikes, starting with a review of gates, pinch points and other paraphernalia that does less for safety than was once believed. There is considerable potential in the existing heavy rail network to run metro-style services in cities like Cambridge.

Rail is a true mass transit mode, able to move many thousands of people an hour efficiently. Where rail infrastructure exists already, and could serve sizeable new populations, the business case can be strong for adding stations, and for increasing line capacity where this limits provision of more frequent, local services. In most cities, train stations are at the centre of a highly congested road network.

It therefore makes sense to gradually reduce the number of car parking spaces provided, reducing congestion and freeing up some of the most valuable land for development. Providing high quality, secure cycle parking and short-term bike hire services at stations reduces the need for car parking and the volume of private and hire car traffic accessing the station.

Stations outside cities and close to the strategic road network make ideal locations for park-and-ride or parkway stations. These can then serve a wider rural population that would otherwise drive into the city.


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Light rail can be popular and politically attractive, but the cost is high and in most cases improving bus services will be have a greater benefit than installing street-running trams. Incidents and works on the strategic road network often cause large volumes of traffic to divert onto city and village roads, creating long delays for local traffic, including bus services.

Road network

Highways England should make it a higher priority to make the strategic road network more resilient, i. The benefits of investment in junctions to improve connectivity should be measured in terms both of reducing journey times and delays on the strategic road network, and also on reducing congestion and delays that spill over onto the local road network.

Around Cambridge there is a triangle of dual carriageway roads: M11, A14 and A In theory, if one side of the triangle is blocked, traffic could be diverted around the other two sides, minimising delays on the local road network. To make theory a practical reality, the junctions at each end of the A11 require additional connections, to the M11 north, and A14 west.

This results in congestion on local roads: through traffic must use a local road A to move between the A and M11; and traffic coming from the east destined for the north-west of Cambridge must leave the A14 early and drive through the north of the city. Additional connectivity at the Girton Interchange would reduce traffic and congestion on local roads, both by reducing diversions of traffic onto local roads, and by enabling the creation of a park-and-ride site at a near perfect location see Point 9 above.

But there is a complex debate to be had around designing and implementing road pricing: the social, political and technical challenges are huge and will take years to resolve. That process needs to start now. From that point on, almost all cars sold will be all-electric. The most obvious parallel is with cameras: the transition from film to digital started slowly and reached a tipping point in the s, after which film camera sales fell rapidly.

There will be strong pressure to scrap the petrol and diesel vehicles already on the road when we take seriously the health costs of the harmful pollution they cause. The WHO estimates that 40, deaths per year are attributable to pollution which compares with 1, in road collisions. So the decline in the fuel duty revenue could be precipitous once it starts to accelerate. Fuel duty is aligned to energy consumption and therefore roughly to distance travelled and use of infrastructure.

At its most basic, road pricing can emulate this. By varying charges by time of day, road pricing can reduce congestion. But the opportunity is much bigger than that: it is to design a tax that is also socially progressive. A system based only on ability or willingness to pay would be regressive. Even if income from road pricing is invested in improving public transport, there will always be gaps leaving many people with no option but to drive, owing to personal circumstances or the nature of their work.

Many socially valuable services are provided by people who are paid minimal wages, e. In our view, road pricing needs to be designed, with wide public consultation, to take into account:. There will also need to be a debate around the infrastructure needed.

Account Options

If the system is not centralised perhaps because of privacy concerns , then there must at least be nationally-agreed standards to ensure a seamless experience for drivers. And if it is centralised, local authorities must be able to set local premiums to manage localised demand and raise income much in the way that parish, city and district councils can set their own Council Tax precept. Councils could also consider rebating national road pricing fees where they want to encourage regeneration of deprived areas. There needs to be much greater consideration given to the health aspects of transport.

Reducing obesity and improving mental health requires for most people requires building more physical activity into their daily routines. That means walking and cycling must be attractive, convenient and safe for many more people. The grave danger to health of being exposed to pollution, especially from diesel engines, is only now becoming apparent. Planting trees between highways and homes has been shown to reduce the amount of pollution people are exposed to in their homes. It is also linked with greater willingness to walk and improved mental health.

Said road maintenance agreement shall be recorded with the county and shall become a covenant with the affected properties. Clearly described as a private road not maintained by the county on the face of the plat, short plat or other development authorization. Engineer of record shall provide certification that the private road has been designed and constructed in accordance with standards for emergency services as specified by the fire marshal.

Road Network Circulation. The importance of good road network circulation for the health, welfare and safety of the public cannot be overemphasized. Poor circulation adds unnecessary miles to pedestrian and trail systems, school bus routes, mail delivery and other service deliveries, utility services and, most importantly, emergency services such as police and fire.