Strategic and Transport Planning - Essay Example

? Strategic and Transport Planning Architecture and Planning Due Semester II This paper will cover the following information. The chief advantages/disadvantages of shifting more freight from road to rail. Using an example of a major rail freight facility describe the opportunities that have been taken up by industry. The importance of local strategies, policies or actions in providing sustainable freight movement explained. The paper in question # two will describe in detail how "park and ride" systems work and how they may serve to improve the environment of a historic town centre. A Case Study provided in support of the answer. Question one (A). The chief advantages/disadvantages of shifting more freight from road to rail. Modes of transportation are many in the United Kingdom. The movement of these goods include pipelines, truck, rail, water, and air. The progress of goods moved by way of a truck, per recent statistics; show very small increases. However, in contrast this same amount of freight moved by rail is comparable when one considers mathematically that when the amount multiplied the distance of this measurement is in ton-miles. Advantages Any thriving growing economy has to depend upon freight transportation. Freight lines are is a critical component of any economy. In the United Kingdom, it necessitates that the improved punctuality and reliability, tracked in rail services delivery was at least 85% in 2006. By 2010, that number increased substantially. The use of public transport (bus and light rail), has increased by more than 12% in England. When readers compared this with 2000, it maintains steady growth in every region (stalban.gov). Very impressive when readers can look at the reduction of the amount people killed or seriously injured in Great Britain on all road accidents. In a literal context, the numbers decreased by 40% and the number of children's death toll went down by 50%. These government statistics shows the UK has made large improvement to the death percentages and overall death tolls have decreased. This further shows a dramatic difference especially, in several of disadvantaged communities that, statistically by 2010 compared with the average deaths that reported in the past of 1994-98. The UK quietly has dropped many targets fixed in the 10-Year Transport Plan published in 2000: Found in (Future of Transport, 2030). •Source: the Future of Transport: a network for 2030 Disadvantageous Going by rail has several disadvantageous. However, when looking at the advantageous is seems almost insignificant. Rail has limited routes at times, is just does not stop everywhere. The routes and the timetables seem to be a bit inflexible. It can be more expensive if the corporation has a large amount of freight to haul, and it can sometimes be unreliable. Question two (B). Using an example of a major rail freight facility describes the opportunities that may take up by industry. The UK shows this to be a monumental success story in rail freight in the transport sector over the last 15 years. An estimated ?one point five billion of investment is in rolling stock, terminals, and support facilities show growth of over 60% that the industry achieved. The industry’s reliability and punctuality in all business segments meets its customers’ requirements. A very high and improving percentage of inter-modal services in past arrivals were at their destinations on time (stalbans.gov). The company runs more than 5,000 freight trains a day throughout Europe and is the parent business of DB Schenker rail (UK) Ltd (DBSR). DBAG’s purchase of EWS was a strategic move to offer a network of integrated rail services throughout Europe. DBSR announced the establishment of a new service for the temperature-controlled product collected from suppliers called Tesco goes through Spain, then transported by rail across France and through the Channel Tunnel to London. One train per day initially covers this service. This gives Tesco and other major UK retails significant potential for additional services. With the same partners DBSR is about to commence regular trainload services from the Midlands to Scotland to complement its existing multi-user services from the deep-sea ports and within the UK (stalbans.gov). This change gives the UK significant environmental advantage over other modes of transportation. Rail produces less CO2 and polluting emissions per ton of the freight moved. Rail freight’s environmental and economic credentials have created a cross-party consensus that government and network rail should invest to encourage rail freight growth. "Network Rail’s Network Utilization Strategy," echoes government policy to increase freight by rail and envisions another 50% growth in rail freight up to 2032. A substantial increase in containerized freight partly to offset by a decline in some traditional product categories exists to some degree. The industry’s document called "planning", anticipates that rail will carry 20% of UK surface freight by 2030. Simple numerical terms, shows it very possible to shift to rail, the workload of approximately 30,000 of the 430,000 UK-registered Heavy Goods Vehicles (stalbans.gov). Question # three (C). Local strategies, policies or actions in providing sustainable freight movement A good example, Elaine Holt, chairperson, and chief executive of DOR and chairperson of East Coast Line, the ECL are on the road to recovery. A complete overhaul of the East Coast main line over the coming years includes a unique position of acquiring an end date some time in 2012. Elaine and her management team, determined to return East Coast to the private sector in the best shape for future success. Many substantial and significant changes are in the plan. Everyone seems optimistic about where East Coast will be in another year's time. Developing several financial problems in the past, the franchise as of the present time is self-funding; they have over-delivered on payments to the DfT (railwaystrategies.co). There certainly appears to be a vision for local strategies, policies, and action, in providing sustainable freight movement. It affirms that the three permanent priorities for the railway are increasing safety, improving reliability and reducing cost. The key to these priorities are to the first High Level Output Specification (HLOS) set out by the secretary of state for the 2009-2014 Control Period.  These priorities therefore reinforce the continued need for tactical research in these areas. D Arthur, J James, AECOM, UK states the importance of efficient freight distribution, but stresses that this should not be at the expense of the wider community and environment. At a local level, the strategy promotes the development of partnerships between local authorities the freight industry, business communities, residents, and environmental groups, James, 2011,(tyneandwearfreight.info). By 2014, the railway commits to specific measurable improvements in safety, reliability, and capacity.  In the medium term to 2024, the railway sets out investments and major projects that will help deliver further improvements.  Beyond 30 years ahead, in the long term plan is a range of challenges and uncertainties that need identified. These include the changes in the scale and pattern of demand in the light of economic growth and inter-model choices, changes in the distribution of housing and employment that might arise from technology change, changing attitudes or in response to the carbon agenda, and finally, technology development.  Long-term options for the railway must be sufficiently flexible to respond and adapt to these challenges, particularly the environmental challenges set out in the "Stern Review on the Economics of Climate Change" (Department of Transport @ Great Minister House, 76 Marsham Street, London, four, Dr., United Kingdom). Attleborough and Snetterton Heath Area Action Plan (ASHAAP) will provide a spatial planning framework and set out detailed proposals to ensure that the growth in Attleborough and Snetterton Heath be delivered in a comprehensive and coordinated way, to guide investment and support planning decisions (ASHAAP). A Habitats Regulation Assessment or HRA will also inform them.  An initial Assessment is prepared to accompany the next ASHAAP consultation document in early 2011.  The Assessment has to examine the potential impact on European protected habitats and species.  For the ASHAAP, the proximity of Swangey Fen to the west of Attleborough will require particular investigation, protection, and enhancement, of biodiversity scenarios, managing surface water, increasing green spaces, and improving sustainable freight movement, to name a few. If an increase in walking and cycling can occur, it will show the impact on the community by the pie chart listed below and shows the mode share of residents for journeys to work.  It shows that there is heavy reliance on the car to obtain work.  Two thirds of residents use the car with the remaining third not travelling to work or using more sustainable modes of transport, including the car share program. Part two Describe in detail how "park and ride" systems work and how they might serve to improve the environment of a historical town centre. Provide a case study in support of the answer. The bath community, its size and its nature should assist the city and county councils 'balanced transportation strategy' where all the decisions on various transportation issues which are carefully coordinated. The aim of the park and ride system is to reverse undesirable trends. Commuting patterns, which achieve desirable environmental objectives such as removing heavy traffic from a particular area will serve as an example. Bath is a complex community but the size of it is relatively small. The transportation system such as the public transport services and parking facilities are not only interdependent but also they may affect decisions made on many other matters. Some come underdevelopment or meeting conservation objectives in a street or neighborhood (bathnes.gov.uk/environmentandplanning/-/BathLocalPlanTransportation.aspx). One more example is the 10 local highways authorities, for local roads, and by the highways agency, manage motorway network in Greater Manchester It. Starting, April 2011, has given an opportunity for various agencies on one project to work together. This includes those responsible for passenger transport, to work together to plan and deliver improved management of complete routes on the highway network across highway authority boundaries. Further, it builds relationships to improve and better integrate work across the various modes of transport. The idea is to provide information services, promote behavioral change and improve access for walkers and cyclists. This will likely improve integration protocols. Protocols they are working on to developed relationships between the Department for Transport, Highways Agency, Transport for Greater Manchester and the District highway authorities. This process is in an effort to define how these organisations will work together to manage the highway network. Further, it will show how they will work with other organisations such as the Police and health authorities. Three core activities are to strata sis the network development, day-to-day management and build an evidence base for sharing of information. Case Study The case study that reader will use, is the case study called the Aston Northern by-pass stage two projects (Greater Manchester’s third Local Transport Plan 2011/12 – 2015/16). The A6140 Ashton Northern Bypass (Stage 2) will provide a 0.5 kilometers or (0.3 mile) single carriageway diversion of the existing Wellington Road/Penny Meadow between Turner Lane and Penny Meadow in Ashton town centre. This will complete the bypass around the northern side of the town centre. It will include three signal-controlled junctions with pedestrian crossing a facility that currently added, to the existing town centre SCOOT system to improve traffic flow and reduce congestion (Greater Manchester’s third Local Transport Plan 2011/12 – 2015/16). The scheme will incorporate cycle facilities, with advanced stop lines at the signal-controlled junctions and advisory cycle lanes along the bypass. The works will include safe and convenient pedestrian and cycle routes into the town centre and will assist bus service operation by releasing buses from congestion. The use of the existing road network results in significant conflict between motor vehicles, pedestrians, and cyclists. Penny Meadow is one of the peripheral shopping streets, and the heavy traffic has acted as a major disincentive to improving the shopping environment. The Northern Core of the town centre had not benefited from the major investment and environmental improvements undertaken in other areas. Congestion on the A6043 Wellington Road and Penny Meadow causes significant delay on major bus routes, particularly in the peak periods (Greater Manchester’s third Local Transport Plan 2011/12 – 2015/16). The bypass was the key element of a major transportation study, developed by Tame side Council in response to these problems, and in anticipation of the completion of the M60 motorway, to exploit the potential for economic growth in and around the centre. In addition to the bypass, the scheme incorporates improvements to both the existing A6043 Wellington Road/Penny Meadow, with restricted access and bus lanes, improved access arrangements to the car parks, Ashton rail station and the pedestrian environment. This total scheme will reduce the number of accidents in the area, improve the environment and provide the opportunity for street scene improvements to complement the 'Town Centre Conservation' area. The area's that influence the park and ride for the users by the improvements and schematic demonstrated in the map below (Greater Manchester’s third Local Transport Plan 2011/12 – 2015/16). In the short to medium term of the plan, we will improve the efficiency and reliability of key routes by: • improving route performance, • improving incident management, • improving event management, • introducing an GM Road Activity Permit Scheme, • introducing an GM Traffic Control Centre, and • delivering the Transport Strategy for Manchester City Centre References: Attleborough and Snetterton Heath Area Action Plan (ASHAAP, n.d.) Retrieved April 12, 2011. From website: www.democracy.brecklan.gov.uk/(S(bm45ozm4wbebdrbvrgdwo3y)mgConvertwPDX.a spx? Bath and Northeast Summerset Council. To Protect The Appearance of the Historic City. Retrieved April 12, 2011. From website: www.bathnes.gov.uk/environmentandplanning/_/BathLocalPlanTransportation.aspx James, A.D. (2011). The Importance of Efficient Freight Distribution. Retrieved, April 12, 2011. From website: www.tyneandwearfreight.info. LTP Main Document. (2011). Manchester City Centre. Retrieved April 12, 2011. From website www.gmpte.gov.uk/ltp3/_/8_Highways_and_Freight_GMLTP3.pdf Stalbans. (2010). Stalbans Government Document in UK. Retrieved April 11, 2011. From website: http://www.stalbans.gov.uk/images/Helioslough%20- %20Commercial%Rail%20Freight%20proff%20ofEvidnece.%20Graham%20Smith.tcm1 5-1. Read More