Highways Agency

• Introduction
• Multi-Modal and other Strategic Studies
• Route Functions and Performance
• Route Problems and Issues
• Route Outcomes
• Strategy Impact Statements
• Review

Multi-Modal and other Strategic Studies

Cambridge to Huntingdon Multi-Modal Study (CHUMMS)

The Cambridge to Huntington Multi Modal Study (CHUMMS) was commissioned by the Government Office for the East of England and made its final report in August 2001. This study mainly considers solutions to the problems of congestion and safety in the A14 (Cambridge to Huntingdon) corridor where there are also substantial development pressures. The M11 sits at the southernmost tip of the study and it is clear that the implementation of CHUMMS recommendations could have a significant knock on effect on the M11 Motorway.

The CHUMMS final report sets out a preferred plan to meet the objectives of the study. The key elements are a guided bus system utilising the former Cambridge to St Ives rail corridor as its core, with complementary local measures to encourage public transport, cycling and walking; the widening and partial realignment of the A14 in the corridor to form a dual-3 lane carriageway throughout, including a southern bypass of Huntingdon, Godmanchester and Brampton; and associated junction and local road improvements, including parallel local roads between the M11 and east of Fenstanton.

On 1 April 2003, the Transport Secretary - Alistair Darling, announced a £490m scheme for improvement of the A14 between Cambridge and Huntingdon. The scheme could involve widening the A14 and providing a new route from Fenstanton to Ellington in Cambridgeshire, which also includes a southern bypass of Huntingdon. The road is expected to open to traffic in the period between 2011-2015.

In his statement, Alistair Darling said:

"Today's announcement about the A14 is a further step in our plans to deal with one of the most congested points on the road network. We remain committed to tackling congestion and reducing the number of accidents on our roads."

"The scheme to improve the A14 demonstrates our commitment to supporting the Government's plans for accelerated growth in the London-Stansted-Cambridge area, as set out in the Communities Plan. Improving transport links is a great incentive for economic development and I am sure that the East of England will benefit from this upgrade to a vital route."

"The Guided Bus system which was also recommended by CHUMMS has been taken forward by Cambridgeshire County Council, which has submitted proposals to the Department of Transport as part of its application for funds through the local transport plan system."

London to South Midlands Multi-Modal Study (LSMMMS)

The London to South Midlands Multi-Modal Study (LSMMMS) was commissioned by the Government Office for the East of England and made its final report in February 2003. The LSMMMS broadly looks at transport north of the M25 and further eastwards to include the M11 corridor.

The study recommends a £4,159 million package of measures designed to tackle existing and future transport problems in the South Midlands area and north of London. The LSMMMS's recommendations include widening the M11 between Junctions 8 - 9.

Further detailed traffic modelling and appraisal work carried out by the HA now suggests that widening of this section of the M11 is not justified within the time period indicated by the LSMMMS. Even after allowing for increased traffic from the proposed expansion of Stansted Airport to 67 million passengers per annum and the proposed expansion of housing in the London-Stansted-Cambridge-Peterborough growth areas, as outlined in the draft East of England Plan, the Agency's traffic modelling suggests that this section of the M11 should have the capacity to cater for the growth in traffic until 2021.

The main reason why the Highways Agency has reached a rather different conclusion to the LSMMMS on the appropriate timing for the implementation of this scheme is that it has become apparent that, unlike many other routes, the traffic volume on this section of the M11 remains steady throughout most of the day within the normal morning and evening peak increases. This means that the M11 between Junctions 8 - 9 can cater for high daily traffic flows without the two-lane capacity being exceeded during the peak periods. The LSMMMS assumed, incorrectly, a daily traffic profile with higher morning and evening peaks which would have resulted in peak period congestion on this two-lane motorway occurring well before 2021.

In the light of this analysis by the HA, Department for Transport Ministers have concluded that widening the M11 between Junctions 8 - 9 within the next 10 years would not be the best use of public money. They have instead asked the HA to continue to monitor traffic conditions on the M11 and to investigate further whether smaller scale improvements, such as climbing lanes, may be justified in the shorter term to address congestion hotspots.

In addition, the Ministers also asked the HA to carry out further work to determine when the M11 between Junctions 9 - 14 would require widening to dual-3 lanes. The HA is continuing with this work and no timetable has yet been determined for when such a scheme might need to be implemented.

The Secretary of State has encouraged the Local Authorities within the study area to work with local partners and delivery agencies to develop the following in more detail and where appropriate, submit proposals for funding to the Department through the Local Transport Plan (LTP) process.

• A range of measures to improve public transport services and promote more sustainable travel choices (including improved bus/ rail integration, new parkway stations and measures to influence travel behaviour such as travel planning)
• Land use planning polices

Provision of funding will depend on the performance of schemes against the Government's appraisal criteria.

The Secretary of State endorses the support from the LSMMMS for promoting measures to reduce travel demand and encouraging more sustainable travel choices, which he looks to Local Authorities to take forward. The guidance on LTPs asked Local Authorities to set out how they would work with employers, schools and other local organisations to develop travel plans. They must publish annual reports of progress on implementing their LTPs and use their powers under the development control process to require travel plans for all new developments with significant transport implications.

Finally, the Secretary of State supports the recommendation from a number of studies on the need for close integration between land use and transport policies. Current national planning policy already places a strong emphasis on locating development in appropriate locations to promote sustainable transport choices and to reduce the need to travel, especially by car. The Secretary of State looks to Local Planning Authorities to locate major generators of personal travel in areas best served by public transport.

London Orbit Multi-Modal Study (ORBIT)

The London Orbital Multi Modal Study (ORBIT) was commissioned by the Government Office for the South East and made its final report in November 2002. The intention of the study was to identify causes of congestion along and approaching the M25, and recommend a preferred strategy of possible solutions to alleviate the impact of congestion on the M25.

The final Orbit study report recommended strategic measures to alleviate medium to long-term congestion problems. The report identified a number of sections and junctions of the M25 that will need widening or improvements to increase capacity for future growth. In table 12.1 of the Orbit study, the report identified that the M25 approaches to the M11 Junction are operating at or near to capacity.

The key element as proposed by the Orbit study which relevant to this RMS is to widen the M25 between Junctions 27-31 (M11 - Dartford Crossing) to dual-4 lane standard. This was in the main supported by the Secretary of State's (SOS) announcement in July 2003; in addition, he has also accepted that widening between Junctions 23-27 is both feasible and justified.

From his statement, he has asked the Highways Agency to carry out further development of the scheme and bring forward proposals for entry to the Targeted Programme of Improvements in due course. In particular, he has asked the HA to ensure the detailed design work should be carried out to high environmental standards in order to minimise any adverse environmental impacts. Subject to the successful completion of all necessary planning and statutory procedures, the SOS would expect to see the schemes delivered on a phased basis over the next decade.

The Orbit report recommended further implementation of demand management measures including Integral Demand Management (IDM). Through IDM, the report proposed increased use of CCTV, speed control and more variable speed limits, like those implemented between Junction 7 and Junction 16. The study put forward the case for greater use of ramp metering and flow metering to increase vehicle movements and hence journey time reliability. The report also suggested that if ramp metering was successful, then introducing priority lanes for use by public transport should begin, on the widened sections of the motorway.

The Orbit study report supports further noise mitigation measures, including low noise resurfacing on much of the M25.

The Secretary of State has considered these recommendations and supported widening schemes recommended by the study. The Secretary of State is also asking the Highways Agency to work up more detailed proposals for improving the management of the M25 including better detection and management of incidents, a major cause of delays on the motorway network, and, subject to the outcome of the current pilot, the extension of variable speed limits.

The Orbit study and a number of other Multi-Modal Studies have recommended that increases in the capacity of the strategic road network should be combined with the introduction of demand management. The Secretary of State welcomes the contribution of the Multi-Modal Studies to the debate on road user charging. The decisions to increase capacity on the strategic network are taken with a parallel commitment to consider what is necessary to ensure that effective measures are in place to lock in the benefits. The Secretary of State therefore asked the Highways Agency to consider these matters further as it continues to develop proposals for capacity increases. At present there is little evidence of how physical demand measures such as ramp metering might work in the UK and it would be necessary to consider very carefully the impact on safety and traffic flows across the road network.

The Government has also decided to undertake a detailed feasibility study of road pricing. Decisions on whether to implement such a regime are for the future.

The Secretary of State also accepted that there is a good case for the further development of coach services and encourages the development of strategic partnerships between Local Authorities, the Highways Agency, coach and other transport operators including BAA plc to promote a wider network of coach services. The Secretary of State would expect to see this building on existing service patterns and to focusing on the most promising routes.