Highways Agency

Consultation results

The consultation process revealed widespread support for the RTCC initiative, with many respondents feeling that the introduction of RTCCs is long overdue and should now be given a high priority. The majority of comments related to institutional and financial matters, rather than policy or technical issues.

Participants' responses to the key issues for consultation set out in the brochure are summarised in this section.

The RTCC concept

What are your views on the overall concept of strategic traffic management and RTCCs?

There was a strongly held view that the concept of strategic traffic management for motorways and trunk roads is of national importance and requires addressing as a matter of urgency.

Some respondents expressed a view that RTCCs should be seen as part of an integrated transport strategy. They felt that RTCCs would make a vital contribution to improving traffic management, but that they should not divert attention from other measures which will also need to be introduced.

Others felt that the initiative should be seen as part of a comprehensive traffic management system, helping UK industry and improving transport investment decisions.

What further core systems and services could add value to RTCCs?

Many respondents believed that RTCCs should cover the trunk and non-trunk road network, particularly those non-trunk roads which experience heavy traffic use. Some believed that RTCCs could co-ordinate highway maintenance and winter salting programmes.

Many respondents wanted more information on the services RTCCs could provide, and pointed out that these would need to be defined clearly before additional services could be considered and developed.

What effect would RTCCs have on other businesses, organisations and institutions involved in managing and operating services on the trunk road network?

Many respondents considered that liaison arrangements between RTCCs and police control offices (PCOs) would need to be carefully addressed. Some expressed concern that there may be a potential conflict between the strategic objectives of RTCCs and the safety-related response to local conditions (tactical control) undertaken by the police.

Some respondents suggested that police tactical control and RTCCs should be combined within one network management organisation. This would have the powers to set variable speed limits to manage traffic flow and provide the operational framework for sifting emergency from non-emergency calls. The importance of the police's role was stressed in an alternative suggestion that RTCCs and PCOs should be co-located, with the aim of co-ordinating tactical and strategic decisions.

There was also a view that the role of RTCCs should not be expanded into areas which are currently the responsibility of the police (such as enforcement). Clarification and agreement on the respective institutional roles and the legislative framework supporting the different organisations was seen as essential.

Some respondents felt it vital that local authorities should participate actively in the development of strategic diversion routes and that they should be consulted on the circumstances in which these routes would be used. A 'real-time' interface with local authority traffic control systems was also proposed.

Some suggested that RTCCs should be given a role in co-ordinating road-management and road-maintenance planning activities.

Operating RTCCs

What arrangements are needed to maintain a rapid response to emergency calls?

Although some respondents welcomed the proposal to use RTCCs as a 'filter' for emergency calls, others believed that the current call-handling system was already adequate.

There was again a view that the PCO and RTCC interface would need to be examined carefully. Any new arrangements should not jeopardise police response times to road-traffic incidents.

The increased trend towards motorists using mobile phones for emergency calls was highlighted. Some suggested that this should be encouraged by well-publicised emergency telephone numbers for roadside assistance as a means of reducing overall response times.

How important is compatibility between RTCC operators - both within the UK and Europe - and how can this be achieved?

There was a strong view that RTCC systems architecture should be compatible with traffic control offices in adjacent areas. Furthermore, a consistent architecture throughout the UK was considered essential. This architecture would have to be compatible with initiatives taking place in Wales, Scotland and the rest of Europe.

It was also felt that RTCCs should proceed in parallel with the Government's Urban Traffic Management and Control (UTMC) initiative and that these two initiatives should be fully co-ordinated.

Implementing RTCCs

What are your views on the proposed traffic information highway?

Most respondents welcomed the idea of a traffic information highway and felt that it would successfully supply 'real-time' - as it happens - data to information providers. It would also allow existing agencies, both public and private, to share information with the added advantage of presenting consistent information to road users.

What problems will arise from the technical boundaries between tactical control, strategic control and existing road-management arrangements?

It was generally felt that the problems caused by technical boundaries, if any, were surmountable, provided there was a clear definition of technical interfaces between traffic control systems.

Would the availability of traffic information help generate more driver information services?

There was a general consensus that RTCCs would need to establish a reputation for supplying accurate, timely and relevant information. Once the reliability of this information was accepted by the public, drivers would then be prepared to pay for receiving it. This might, in time, generate a market for additional services.

What organisations should be involved in managing and operating RTCCs?

Some respondents believed that a small consortium - with all or some of the members becoming equity partners - would operate effectively. The consortium would then contract out any services which it could not provide from its own resources.

What are your views on the desirability of extending RTCC coverage to non-trunk road network or other transport modes?

There was considerable support for extending the RTCC coverage to the whole road network, but this should not be an overriding consideration. Others suggested that only parts of the non-trunk road network need to be included. Several respondents expressed support for RTCCs providing information about alternative modes of travel.

Funding RTCCs

What type of public/private partnership model is most suitable for this project?

Many respondents expressed reservations about the commercial viability of the initiative as a self-financing project. They considered that the potential revenue streams would not be sufficient to recover costs.

There were concerns expressed that commercial pressure to improve revenue may compromise the overall effectiveness of strategic traffic control.

What are the most appropriate payment mechanisms for the range of proposed RTCC services?

There was little response to this issue given the overriding doubts about the funding mechanisms for RTCCs.

What incentives/penalties might be appropriate for operating RTCCs?

There was little comment about incentives/penalties for operating RTCCs. However, there was some concern about the accountability of RTCC operators. One suggestion was to appoint an RTCC regulator to ensure that operators met Highways Agency service delivery requirements.

How long should the contract period for this service be?

There was a proposal that the minimum contract period should be not less than seven years, especially if the initial infrastructure costs would have to be absorbed by the private sector. Other respondents stated that a contract period of at least 10 years would be required.

What would be the relationship between the Highways Agency and RTCC operators?

A number of alternative public/private partnerships were suggested. These envisaged the Highways Agency monitoring and regulating the quality and performance of the service provided by RTCC operators.

What Highways Agency assets might be utilised?

The clear view was that all the Agency's detectors/sensors should be made available to RTCC operators. Network/traffic models funded by the Agency should also be included. However, the RTCC operators should not be obliged to use them if more cost-effective options became available. It was also suggested that the RTCC operators should be free to influence the information provision within and between PCOs.