Response of the Minister for Transport and Technical Services - Sustainable Transport Policy Review - Ministerial Response - 29 November 2010

Findings

Comments

1

Air pollution and associated health risks are not considered in detail in the policy.

Air  (and  noise  pollution)  will  inevitably  be improved by reducing the numbers of vehicles and by encouraging less polluting vehicles as proposed in  the  STP.  The  Minister  for  Planning  and Environment  is  responsible  for  producing  an  air quality  strategy.  TTS  has  worked  closely  with officers of that Department to ensure that the STP is consistent with its likely aims and the Minister for TTS is a member of the Air Quality Strategy Board. The detail with regard to air quality will emerge with that strategy.

2

Noise pollution is not addressed in the policy.

Accepted.  Less  traffic  is  likely  to  reduce  noise levels at the roadside, but the science of measuring roadside noise levels is complex and not currently resourced  by  TTS  or  by  any  other  States Department.

Findings

Comments

3

There is a lack of detailed targets in the  policy  relating  to  broader environmental  issues  and sustainability.

The targets TTS are most readily able to be specific about, relate to matters of traffic management and vehicle  legislation.  Wider  environmental  benefits will arise from the traffic reduction and modal shift targets,  but  these  will  be  more  appropriately covered in other policies, such as the air quality strategy and the energy policy.

4

The Department's action plans are not made sufficiently clear in many areas of the policy.

This is a high-level policy and seeks States support in  principle,  not  in  detail,  for  the  range  of proposals.  The  majority  of  these  proposals  will require  further  development,  for  example improvements  to  bus  services,  which  will  be finalised as part of the new contract commencing in 2013.

5

The  policy  appears  to  be  partly based  on  an  assumption  that parking  charges  will  need  to  be increased by more than the rate of inflation.

Our research implies that to achieve our 15% peak- hour  reduction  in  traffic,  an  above-inflation increase in the order of 50p per day will be one of the measures required. The STP, however, makes clear that alternatives, in particular the bus service, will be improved first so that the effectiveness of other measures can be assessed before the need to increase parking costs or the appropriate increase is determined. (STP: pages 14, 29 and 51)

6

There is evidence that demand for car parking may be price-sensitive.

Our surveys confirmed this to be so. (STP: Appendix C, page 91)

7

Bus services after 6.00 p.m. do not adequately  meet  the  needs  of employees  working  outside  of normal office hours, or customers of businesses that are open for trade in the evening.

Improvements to the evening bus service will be a requirement  of  the  future  contract  (and  earlier where  possible)  and  are  included  in  the specification  of  services  which  tenderers  will  be asked to price for. Later in the process there will be an opportunity to negotiate improvements to this specification with preferred bidders.

(STP: pages 36 and 47)

8

The bus service represents the only affordable  means  of  transport  for large numbers of residents who do not  possess  a  car,  yet  evening services to most parts of the Island are inadequate.

Some rural parts of the Island are not covered by evening bus services, particularly during the winter period, but the bulk of the population lives in the higher-density  areas  which  do  currently  benefit from  year-round  access  to  bus  services  in  the evening.

9

Passengers  departing  Liberation Station on the limited late evening services  are  not  able  to  use  its facilities as the station closes early.

Since  it  opened  in  September  2007,  Liberation Station has been closed following the evening peak each  day.  A  recent  assessment  identified  that keeping the station open until 10 p.m. would cost £36,000/yr and not be a justifiable expense. With improved evening services this will be reviewed.

Findings

Comments

10

Practical  and  affordable opportunities  for  applying  bus priority  schemes  in  Jersey  are limited by the size of existing roads; in most cases significant investment would  be  required  to  create additional bus lanes.

Agreed.  (STP:  page 37).  Provision  of  bus  lanes would  either  involve  land  acquisition  or reallocation  of  existing  road  space.  The  STP (page 37) concludes it would be better to focus on more readily achievable improvements first. A bus lane would be feasible on St. Aubin's Inner Road approaching West Park roundabout, though it could be  counter-productive  if  increased  congestion delayed the buses before reaching it. TTS propose to analyse this option and trial it if studies show it to be potentially advantageous.

11

Passenger comfort is inadequate for many people on existing buses owing to insufficient space between seats.

New vehicles will have better spacing, and this will be a requirement of the new contract commencing January 2013.

12

Current  arrangements  for accommodating  wheelchairs,  child- buggies and luggage on buses have been criticised and can vary between vehicles and services.

Agreed. The majority of the fleet will remain until the new contract commences, at which time these issues will be addressed. In addition, the current operator has pledged to increase the proportion of wheelchair-accessible vehicles sooner, which will be partially achieved by the delivery of a number of new vehicles early in 2011.

13

Bicycles cannot currently be carried on buses.

Discussions  have  been  held  with  the  current operator  regarding  trialling  buses  which  can accommodate bikes. This will be pursued.

14

The current bus fleet is comprised of conventional diesel-powered vehicles which  tend  to  be  noisy  and  have relatively high levels of emissions.

In  terms  of  emissions,  the  current  fleet  is  much improved over the vehicles used prior to the current contract from 2002, and is comparable to that of Guernsey  and  many  UK  operators.  Early experience  with  hybrid  buses  currently  being trialled  in  London  has  shown  that,  because  the technology is still in its infancy, reliability and fuel consumption  have  been  generally  poorer  than expected.

15

The  use  of  alternative  fuels  in commercial and other vehicles is not considered  in  any  detail  in  the policy.

The potential for alternatively-fuelled buses will be considered as part of the new contract. However, current information suggests that such vehicles are considerably more expensive to buy and run than those with diesel engines.

TTS/Jersey  fleet  management  is  currently investigating  options  for  electric  commercial vehicles  and  will  lead  by  example,  subject  to reasonable financial appraisal.

Findings

Comments

16

Current  arrangements  for discounted weekly and monthly bus tickets  are  date-limited  and inflexible,  so  would  not  encourage occasional bus use.

Agreed.  The  options  for  tickets  are  in  need  of review. TTS propose to do so in 2011 with regard to early implementation of improvements, and will address  this  issue  within  the  new  contract.  It  is anticipated  that  the  onus  will  be  placed  on  the operator  to  develop  marketing  and  ticketing strategies  rather  than  TTS,  as  with  the  existing contract.

17

The  additional  burden  of  school travel  by  car  during  term-times  is seen as tipping the balance between acceptable'  and  unacceptable' levels of congestion.

Agreed.

18

Just over half of parents responding to  the  2006  Jersey  Annual  Social Survey  indicated  that  they  would make  greater  use  of  an  improved school bus service.

Agreed.

19

The  indicative  budget  for  travel plans in the policy is just £40,000 to cover  all  States  departments  and schools;  this  is  considered  unlikely to be sufficient to deliver results in both areas.

Discussions with a school travel plan co-ordinator at a UK local authority of similar size, has indicated that the budget is realistic. The cost of £40,000 per annum is based on providing a part-time contract post  for  5 years,  allowing  for  some  marketing/ promotional  costs  and  support  from  existing resources at TTS, Health, and P&E Departments.

20

Proposals  to  employ  a  part-time schools travel co-ordinator to ensure that all schools adopt a travel plan by  2015  are  a  step  in  the  right direction,  but  it  is  considered  that additional  resources  will  be required.

As above.

21

The Panel welcomes proposals for a new hopper bus service which could reduce  the  demand  for  on-street parking in town and improve access for shoppers and visitors.

A  town  hopper  service  will  be  part  of  the  new contract commencing 2013.

22

The policy does not support large- scale  park-and-ride  operations owing to constraints on land use and costs.  Development  of  a  bespoke' park-and-ride  scheme  is  not considered  appropriate  by  the Department,  although  smaller informal solutions are encouraged.

Agreed.

Findings

Comments

23

There  is  evidence  of  public dissatisfaction  with  aspects  of existing  taxi  and  cab  services; charges  and  availability  feature amongst other concerns.

Agreed.

24

There is currently no integration of taxis  with  other  public  transport services.

Agreed.

25

There  are  disparities  between regulated  and  unregulated  taxi services  which  appear  to  cause difficulties within the industry and are  potentially  confusing  to customers.

Agreed.

26

There  is  no  evidence  of  majority public  support  for  a  reduction  in availability of commuter parking, or for increased charges.

The  public  consultation  identified  that  56.7% agreed and 37.1% disagreed that commuter parking spaces should not be increased. The public were not asked if numbers of spaces should be reduced. The STP does not propose to force a reduction in traffic by removing commuter spaces, rather a reduction will become possible by reduced demand. 42.1% agreed  with  an  increase  in  parking  charges  and 53.4%  disagreed.  Nevertheless,  our  research suggests  that  this  is  likely  to  be  necessary  to achieve our traffic reduction target (the target was supported in the consultation).

27

Existing bus services do not provide adequate alternatives to the use of the private car for most residents.

Although it is proposed to make the bus service more  comprehensive,  the  bus  service  review identified that 93% of the population live within 400m  of  a  bus-stop  and  in  the  more  populated southern areas of the Island the service is good. It is accepted,  however,  that  for  the  more  rural  areas many  bus  services  run  Monday  to  Saturday, commencing  at  around  8 a.m.  and  finishing between 5 p.m. and 6 p.m., with no service at all on Sundays.  Improvements  have  been  introduced  in 2010  to  start  to  address  this,  and  a  more comprehensive  coverage  is  proposed  in  the  new model network which will be introduced as part of the new contract in 2013, if not before.

28

The  majority  of  commuters  are expected  to  continue  to  use  the private car for some years to come.

TTS  survey  identified  that  78%  of  commuters coming into St. Helier in the morning rush-hour do so by car. This will drop to 66% when the target 15%  reduction  is  achieved,  so  even  then  the majority mode will still be the car.

Findings

Comments

29

The  eco-friendly  parking  permit scheme  does  not  take  account  of significant  reductions  in  emissions for  all  new  cars.  It  has  limited environmental  benefits  but  is exceptionally  generous  to  a  small number of owners, in direct conflict with the aim of the policy to reduce overall car use. If continued, States parking  income  will  reduce substantially  as  the  number  of qualifying vehicles increases, leading to  pressure  to  increase  parking charges for others.

Given the key finding 28 above, it is important to encourage low-emissions vehicles. Evidence shows that  despite  Jersey's  low  speed  limits  and  short distances, the demand for very low-emissions cars is  very  poor,  with  models  consequently  only available by special order. Clearly, savings in fuel cost or VED  are  not sufficient  to encourage  the public to opt for such vehicles. The eco-friendly permit is known to have encouraged people, when changing their vehicle, to consider opting for a very low-emissions  vehicle,  (66 permits  currently issued). It is accepted that the scheme will require review, as in time, either other vehicles would have to  pay  more  to  restore  car  park  income,  or  the qualifying criteria for new vehicles would have to be  made  more  stringent  (though  it  would  be unreasonable  to  remove  the  benefit  to  existing permit-holders  without  a  long  notice  period). Although  the  Scrutiny  Report  suggests  that  the scheme is overly generous, TTS believes that it is a powerful  catalyst  for  change  towards  more environmentally-friendly vehicles, and this will in time  result  in  a  much  higher  proportion of low- emissions vehicles in circulation in Jersey, many of which will not be using public car parks regularly.

30

It is unclear from the policy whether proposals  for  the  pedestrianisation of Halkett Place (south of Waterloo Street)  will  be  progressed  to completion.

The STP is supportive of further pedestrianisation in  the  town  centre  and  contains  a  proposal  to develop a pedestrianisation scheme in Halkett Place south  of  Waterloo  Street  "subject  to  adequate arrangements  for  servicing  deliveries,  and shoppers' parking for the markets and north town centre,  as  well  as  progress  towards  the  traffic reduction  targets  within  this  policy".  Whilst consistent with the aims of the STP, removal of through-traffic  will  cause  a  deterioration  of conditions on the surrounding road network, and the  proposal  is  known  to  be  unwelcome  by  a number  of  town  retailers,  particularly  within  the Central Market. Much work needs to be done to develop a scheme which enables the town centre to function successfully and for adequate access to be maintained  in  particular  to  the  Central  Market. Given  the  clear  opposition  of  a  number  of businesses, a trial scheme is considered to be the best way forward.

Findings

Comments

31

There  is  no  clarity  concerning proposals  in  the  policy  for  shared space schemes, traffic-calming, cycle network  routes  and  improved pedestrian facilities in the town area.

It is accepted that the STP does not provide detail on these issues. Detailed plans will be developed once  the  STP  has  been  approved,  subject  to resources. The Minister has undertaken to provide walking and cycling strategies in 2011 which will further inform the process.

32

Studies  of  the  Beaumont  junction have  not  come  up  with  a  cost- effective  solution  to  congestion problems;  remedies  considered would necessitate construction of a new road for which land would have to  be  acquired,  presumably  by compulsory purchase.

Agreed.

33

An  appropriate  level  of  priority  is given  to  cycling  in the policy,  and there  is  a  good  understanding  of strategic  considerations  and  the practical  steps  required  in promoting cycling.

Noted.

34

The different elements of policy as they affect cycling are not brought together in the policy.

Noted.

35

The  benefits  of  increasing  the numbers  of  people  cycling  are  not clearly stated.

Noted. Page 26 of the STP explains how the target traffic reductions are expected to be achieved, and identifies that cycling would produce about 20% of the  reduction.  The  significant  benefits  to  health, however, will come from either increases in cycling or walking, of which cycling is predicted to be the greater contributor.

36

Although the policy identifies safety as  a  key  issue  if  cycling  is  to  be promoted  effectively  and  in  a responsible  manner,  there  is  little detail  on  how  this  issue  should  be addressed.

Accepted. TTS will deliver a cycle strategy during 2011 which will consider safety. This will inform the Road Safety Group, which will identify clear targets  and  actions  for  all  road-users,  including cyclists.

37

The benefits of liaising with cyclists are not explored in the policy.

Noted.

38

Policy  statements  on  road  safety appear  reassuring,  but  lack substance.  A  lack  of  specific proposals  or  targets  other  than  to re-establish  a  reducing  trend'  of

It is accepted that the STP does not provide details of how road injuries can be reduced. There is a significant  amount  of  work  to  be  carried  out, involving several organisations, to analyse causes and  trends  and  develop  appropriate  actions  and

Findings

Comments

accident injuries and move towards an aspirational vision zero' target is not  considered  to  constitute  a sufficiently robust approach to road safety.

targets. It was not possible to carry that work out in the  STP  timescales.  The  STP  therefore  proposes that  TTS  will  establish  and  lead  an  appropriate group that will, in 2011, identify a specific trend target  for  accident  reduction  by  the  end  of  the policy period, and inform the States of this target and the rationale behind it.

39

There is no specific consideration of marketing  incentives  for  people  to change  their  travel  habits  in  the policy,  nor  is  there  any  indication where this might be possible within the indicative budget.

Although no specific mention is made of marketing incentives, the STP (page 61) proposes that public awareness  campaigns  will  be  organised  and (page 88)  identifies  a  proposed  expenditure  of £20,000 biannually. Specific bus route marketing is anticipated to become the responsibility of the new operator  with  the  new  contract  commencing  in 2013.

40

Comments in the policy concerning a  possible  need  for  additional incentives  to  compensate  for  the possible  effects  of  VED  on  the replacement of commercial vehicles are considered to be premature.

Noted. The impact of VED needs to be monitored over several years and reviewed in due course.

41

VED  is  not  considered  to  be  an appropriate method of taxation for large  commercial  vehicles,  which have substantially higher emissions than private cars or light vans.

As above.

42

Emissions  and/or  roadworthiness testing  would  almost  inevitably result  in  considerable  additional costs to owners of private vehicles; the  benefits  have  not  been  clearly established.

Whether  the  cost  would be  considerable  has  not been  determined.  The  STP  recommendation  is consistent  with  this  finding:  Monitor  trends  and develop  for  future  consideration  the  costs  and benefits of requirements for all road motor vehicles over  a  certain  age  to  be  tested  regularly  for emissions and roadworthiness.

43

Evidence of an increasing number of defects in commercial vehicles tested following  roadside  checks  suggests that there is a need for operators of commercial vehicles to be licensed.

Agreed,  hence  the  STP  proposes  such  a  licence system.

44

Benefits  of  the  policy  are  not identified as specific savings targets.

Values can be put to the benefits (STP: page 83) but some of the parameters used are subjective. The targets  proposed  in  the  STP  are  objective  and therefore not open to challenge.

Findings

Comments

45

The policy does not clearly identify any  means  by  which  the  public would be kept informed of progress towards achieving its aims.

The STP proposes (page 89) to publish traffic count data on www.gov.je annually.

46

The budget allocated to the policy is not considered adequate to achieve its intended  purpose;  some  aspects may therefore have to be dropped or delayed.

The STP has been developed in the knowledge that funding will be limited to £500,000 per annum. It is agreed  that  more  could  be  done  sooner  with  an increased  budget.  However,  in  combination  with some increase to public parking and other measures which  do  not  require  specific  resourcing,  the research suggests that the level of funding proposed will be sufficient to achieve the target reduction by 2015.

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

1

Both air and noise pollution should be followed up in detail to support the policy, with baseline levels, targets and success criteria defined.

TTS, P&E, H&SS

Reject

Air quality baseline, targets and success criteria will be established in the forthcoming Air Quality Strategy. This is the responsibility of the Minister for Planning and Environment. The Minister for TTS is a member of the Air Quality Strategy Board. Noise pollution is not currently monitored in Jersey and no resources have been identified to do so.

2

Specific information should be provided to support policy targets for environmental sustainability.

TTS, P&E, H&SS

Accept

TTS will liaise with the Environment and Health Departments to ensure that information will be provided regarding the STP's impact on air pollution and carbon emissions.

Annual

3

The Department should set out targets and a clear programme for action in respect of each individual policy aim.

TTS, P&E, H&SS

Partially accept

The STP has identified traffic reduction targets that it has the ability to monitor accurately and the research to justify that they are realistic. These targets will benefit all the aims of the policy. TTS will also develop road safety targets and a programme for action. Air quality targets will be addressed through the air quality strategy (P&E). Oil dependence will be addressed in the Energy Policy (P&E).

4

The issue of raising parking charges needs to be handled with care, balancing the need to achieve the desired modal shift with the need for people's travel needs to be met in an affordable way. A range of affordable and practical alternative

TTS

Accept

Recommendation is consistent with STP approach.

2015

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

travel choices must be in place before any increases to parking charges are applied.

5

Later bus services should be made available on the majority of routes departing Liberation Station. More regular services should also be provided on all major routes to enable residents to spend an evening out in other parts of the Island and still return to

St. Helier by bus.

TTS

Accept

Work in progress. Some improvements are imminent but comprehensive improvements will be introduced as part of the new contract in 2013 if not before.

2013

6

Liberation Station should remain open longer in the evenings to accommodate passengers using later services.

TTS

Accept

As the range of evening bus services are increased, the justification for later opening will be increased. The recommendation is accepted though this will be funding- dependent, as the provision of the bus services must take priority.

2013

7

Consideration should be given to possibilities for extending the use of Liberation Station as a multi-purpose transport hub.

TTS

Accept

Taxi, hopper bus and cycle facilities are envisaged as appropriate uses.

8

Bus priority schemes should only be pursued where significant costs would not be incurred, for example where sufficient lanes already exist to permit a bus lane to be created on a trial basis.

TTS

Accept

A trial bus lane on St. Aubin's Inner Road approaching West Park roundabout is proposed.

2012

9

Passenger seating should be adequately spaced on all vehicles ordered or brought into service from now on to improve access

TTS

Accept

All new vehicles are to have better spacing for larger occupants. Any existing remaining stock after the start of the new contract in January

2013

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

and comfort for passengers of average or larger physique; wherever possible existing vehicles should be modified to address recognised problems with seat comfort.

2013 would be converted in due course.

10

All buses should have access for wheelchair users and children in buggies. They should also have facilities for passengers to carry a reasonable quantity of luggage.

TTS

Accept

All new vehicles to be wheelchair accessible.

Ongoing

11

The Department should continue to investigate options for the carriage of a limited number of bicycles on all regular buses, whether on external racks or internally, with a view to offering this facility on all new buses (and retro- fitting to older vehicles where appropriate).

TTS

Accept

There are complications to this proposal, but TTS and the current operator are investigating the options and implications with a view to a trial.

2011

12

The Department should take a pro-active stance on alternative, more environmentally-friendly fuels such as L.P.G. and bio-diesel rather than postponing consideration of alternatives.

TTS, P&E

Accept

TTS/Jersey Fleet Management is currently investigating the acquisition of electric commercial vehicles and has a bio-diesel scheme in place. The options for L.P.G. and its environmental benefits will be investigated.

2011

13

Possibilities for purchasing new gas- powered vehicles or converting existing buses should be investigated in depth and, if technically and economically feasible, specified as part of the new bus contract.

TTS, P&E

Accept

This will be considered as part of the new contract.

2013

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

14

More flexible ticketing options including Smart Cards should be progressed to encourage people to use buses as an occasional alternative to the car.

TTS

Accept

Current operator is investigating an early introduction of smart cards. If not feasible for the limited period running on the current contract, this will be part of the new contract requirements. Options for smart cards to be used for other purposes such as car parking will be explored.

2013

15

The needs-based review of school pupil travel patterns and potential for increased patronage of school buses is supported. The target of increasing school bus use by 20% by 2015 is considered potentially unambitious and should be revisited in the light of the review's findings.

TTS

Accept

The proportion of secondary school children that travel to or from school by bus (25%) is considerably higher than the number of adults that travel to work by bus (6%) so the 20% is considered realistic having analysed pupil travel patterns; however it is accepted that further work needs to be done and the target may indeed be unambitious. It should be noted that the level of subsidy for school bus travel per passenger is considerably higher than for adults.

2015

16

The budget for travel plans should be reviewed and consideration given to seeking expert assistance from consultants with a track record of success in delivering travel plans to local authorities and schools to maximise the benefits.

TTS

Reject

Expert assistance will be used to set up and train personnel locally to implement a successful travel plan programme. Discussions with a school travel plan co- ordinator at a UK local authority of similar size has indicated that the budget is realistic. The cost of £40,000 per annum is based on providing a part-time contract post for 5 years, allowing for some marketing/promotional costs and support from existing resources at TTS, Health Department and Environment Department.

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

17

The Panel would prefer to see the hopper bus introduced as a free service as it believes this would encourage maximum use and bring faster recognition of the benefits of leaving the car at home. Failing this, a flat low fee for unlimited use on a daily or other basis would be recommended.

TTS

Partially accept

The board times will reduce substantially if the service is cash-free, and as journey distance is short, the fare would have to be very low. Until operator costs are known with the tenders finalised for the new contract, it would be premature to promise a free service, as it could be at the expense of other more important services.

2013

18

Even greater benefits could be realised if the hopper service was co- ordinated with an overall plan to increase pedestrianisation and cycle priority schemes in St. Helier .

TTS

Partially accept

It is agreed that a town hopper service and pedestrianisation could be complementary. TTS will introduce a town hopper service by 2013. Pedestrianisation is addressed at recommendation 25 below.

19

The Department should take an active role in identifying and developing small-scale park-and-ride sites in suitable areas, in consultation with parishes. This would allow the development of a recognised network of approved parking and drop-off points which could be planned and integrated into the future bus network, rather than relying on ad hoc solutions.

TTS

Accept

The bus service will be made more comprehensive, but it is accepted that there will be a minority of people who do not live within reasonable walking distance of a good bus service. TTS will take a proactive role in identifying small-scale park-and-ride opportunities to meet the needs of those people.

2013

20

The Department's review of taxi services should be brought forward to ensure implementation of necessary changes within a shorter timescale than currently proposed,

i.e. before 2015.

TTS

Reject

The issues are complex and the impacts may have a direct effect on people's livelihood. TTS will implement changes as soon as practicably possible, bearing in mind the livelihood of those involved, and ensure full

2015

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

implementation by 2015, if not before.

21

Car parking charges should not be used as a lever to persuade' people to change their mode of transport unless other positive measures have been tried and their results assessed.

TTS

Accept

Our research suggests that to achieve the 15% peak-hour reduction in traffic, an above- inflation increase in the order of 50p per day will be one of the measures required. The STP however, makes clear that alternatives, in particular the bus service, will be improved first so that the effectiveness of other measures can be assessed before the need to increase parking costs or the appropriate increase is determined.

(STP: pages 14, 29 and 51)

2015

22

If parking charges are increased above inflation at any point in the future, any increase in income which may result should be hypothecated for improvements to alternative sustainable transport provision.

TTS

Accept

The 15% target traffic reduction at peak times will result in a significant reduction in number of commuter vehicles in public car parks (estimated to be between 1,000 and

1,300 vehicles per day). The reduction in parked cars is expected to more than negate any increased income from above-inflation increases in parking charges. If, however, this proved not to be the case, TTS would support its use as proposed.

2015

23

Assuming that the STP is the model for the future and the Department has confidence in it, the Panel considers that there would be merit in using an element of the Car Park Trading Fund to stimulate travel choice initiatives.

TTS

Reject

The Car Park Trading Fund has to cover the cost of administering and maintaining TTS public car parks and is not expected to have surplus funds to support the STP.

(see 22 above)

2015

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

24

The eco-friendly parking permit scheme should be dropped, or reviewed taking into account emissions levels of new cars, the aims of the Sustainable Transport Policy, and likely costs and benefits to the States of continuing the scheme.

TTS

Partially accept

TTS do not propose to abandon the scheme, as it is currently the only effective incentive for people to use low-emissions vehicles, but accept that it will need to be reviewed and revised as car technology develops.

Ongoing

25

The Department should review proposals for extending pedestrianisation contained in the EDAW strategy with the Parish of St. Helier and the Planning Department, with a view to developing plans to trial more extensive pedestrian and cycling zones in the town centre, subject to appropriate consultation with residents and commercial interests.

TTS, P&E

Reject

The EDAW proposals included road closures of Colomberie, Hill Street, Halkett Place, Broad Street Charing Cross, York Street and the Weighbridge. Under current traffic conditions, removal of traffic from all those roads would cause excessive congestion and pollution on the remaining network, which would not be consistent with the aims of the STP. TTS supports a trial pedestrianisation scheme for Halkett Place, but does not support the other proposals during the next 5 years.

26

Large-scale redevelopment of the Beaumont junction should not be pursued at this time. However, any possibilities for incremental improvements to ease traffic flow through the area, which do not involve major costs (such as conversion of the existing Perquage car park crossing), should be followed up.

TTS

Accept

Consistent with STP policy.

2011

27

All policy elements relating to cycling, both strategic and practical,

TTS

Accept

A cycle strategy is to be developed in 2011.

2011

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

should be brought together in one document setting out a roadmap for cycling'.

28

A sustained commitment to cycling over the lifetime of the policy should be stated, with a budget, organisational structure, timescales and targets worked out no later than the end of 2011.

TTS

Accept

See above

2011

29

Issues around cyclists and road safety should be a specific focus of the road safety task group.

TTS, HA

Accept

They will be.

2011

30

The policy statements on road safety and a reducing trend' for accident injuries should be treated as an interim position and replaced with more specific and robust targets to be developed by the road safety task group within an agreed timeframe.

TTS, HA

Accept

TTS will establish and lead an appropriate group that will, in 2011, identify a specific trend target for accident reduction by the end of the policy period, and inform the States of this target and the rationale behind it.

2011

31

All proposals for road improvements or alterations should include detailed consideration of safety implications for all road users, not just private cars or public transport.

TTS

Accept

This is considered best practise.

32

Marketing incentives should be considered to promote the use of new or improved bus services, encourage greater uptake of under-used services and promote alternative transport choices.

TTS

Accept

This will be the responsibility of the operator under the new contract from 2013.

2013

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

33

The Department should work with the Treasury to develop an appropriate mechanism to deal with the taxation of larger commercial vehicles based on their higher emissions levels, rather than seeking ways to incentivise owners to replace older vehicles.

TTS, P&E, T&R

Accept

TTS will liaise with the Treasury and the Environment Department to review the appropriateness of the current VED scheme for commercial vehicles, allowing sufficient time for the impact of the current scheme to be assessed.

2015

34

Emissions and MOT style testing for privately owned vehicles should not be pursued at this time.

TTS

Accept

The STP (page 82) recommends that TTS monitors trends and develops for future consideration, the costs and benefits of requirements for all road motor vehicles over a certain age to be tested regularly for emissions and roadworthiness. Those costs and benefits will identify whether there is a case for a future MOT style system.

35

Commercial vehicle operator licensing is supported, and should include requirements for training and professional competence as well as vehicle maintenance and compliance with emissions standards.

TTS

Accept

Training and professional competence to be included in the operator licence scheme to be introduced by end of 2012.

2012

36

The Department should prioritise opportunities for maximum benefit at low or no cost, such as developing pedestrianisation and cycle network schemes.

TTS

Accept

The principle is accepted, though it is not accepted that pedestrianisation or cycle network schemes can be introduced at no cost.

37

Spending should be clearly prioritised and targeted on essential, rather than nice-to-have' items, structured as a rolling programme to

TTS

Accept

The principle is accepted. The largest spend is the bus contract and the STP

(page 88) identifies that if the new contract costs are higher than expected, then certain

Recommendations

To

Accept/ Reject

Comments

Target date of action/ completion

ensure maximum benefits from money spent in each area, rather than attempting to cover a whole range of policy objectives with limited funding.

essential services would take priority over those measures which could be considered "nice to have".

38

To give the policy a greater chance of success, the Panel believes that the Minister will need to identify additional and innovative sources of funding.

TTS

Accept

The STP has been developed in the knowledge that funding will be limited to £500,000 per annum. In combination with some increase to public parking and other measures which do not require specific resourcing, the research suggests that the level of funding proposed will be sufficient to achieve the target traffic reduction by 2015. Some additional income should be forthcoming from developer contributions (STP: page 86). This is, however, unpredictable. The need for new innovative sources of income will be reviewed as out-turn costs of initiatives become known, as well as the level of developer contributions.

2015