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4.6 Local Road Network |
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(4.6) LOCAL ROAD NETWORK
These will be the roads of only local importance within the boundaries of a group of parishes, towns or city. These roads will provide access from the trunk and principal roads to local residential and other facilities (education, retail, small business etc). This will not include any roads required as through routes between places outside the boundary.
Technology advances make the section in italics
obsolete see 4.14
Technology for Road Pricing Update Initially, in the absence of proper
commercial payment for road use, at the entrance to the local road network and
other strategic places, axle weight counters would be placed to measure the
number and weight of axles and therefore the damage to the local road network.
A formula will be devised and the local road network allocated money in
proportion to the road damage and number of vehicles, which must cover the cost
of maintenance and the servicing of all liabilities. These shadow tolls would
come initially from a road fund (see
4.4).
All the citizens within the boundary will be invited to vote in a referendum to formalise their ownership of the local road network. If they vote yes the local road network will become a Public Liability Company, the assets and liabilities (outstanding debts incurred by the council as allocated to these roads) will become the responsibility of the shareholders.
The Local Road PLC will pay all its costs both direct and external (see 4.5 Managing Road Companies) out of the Road Charge income; any surplus could be invested for example on improving the local road network, providing pedestrian retail area, home zones or other initiatives and providing a dividend to shareholders as decided at the Annual General Shareholders Meeting.
People often complain about traffic going too fast and parking selfishly or dangerously in their locality. Most country lanes, even single track with passing places have a legal speed limit of 60mph. The local road PLC should have the power at its AGM to impose speed limits, parking restrictions and charges, and other changes such as no overtaking, provided these comply with national safety standards and are clearly signposted so that no visiting motorist would be able to claim no knowledge.
Another common complaint is of rat running of through traffic or LGV’s on unsuitable local roads. The AGM should have the power to prevent this by changing road layout to physically prevent through driving, or introducing LGV tolls to price them off the route. Once electronic tolling is introduced a system could be developed that charges any vehicle a punitive ‘Rat Running’ price if it drives straight through. However, any vehicle visiting, departing via the same road it entered, or not leaving the road or area for say ½ hour would be charged the normal fee.
(4.7) CASE STUDY: - ARUNDEL LOCAL ROAD NETWORK
(4.7.1) The Current Situation
Arundel is a small town in West Sussex, surrounded by a number of small villages. The Highways Agency A27 Trunk Road links Arundel with Chichester and Portsmouth to the west, and Worthing and Brighton to the east. The West Sussex County Council A284 links Arundel with Littlehampton to the south, and the South Downs and Sussex Weald to the North. Arundel is linked to London via either route although the preferred and sign posted route should be the Strategic Road Network via the A27.
All the other roads in the area are minor roads within Arundel or the small villages, or linking the small villages to each other or Arundel.
To define the Arundel Road Network for this case study, I have chosen the parishes of Arundel, Burpham, Lyminster, Poling, South Stoke and Warningcamp.
Map (4.1) The Arundel Road Network
Please note - the map does take a long time to download. Please save once downloaded
The only minor road that continues outside the above parishes is the Ford Road south from Arundel that was built and maintained by the railway who collected a toll until 1938 when ownership was transferred to West Sussex County Council. This road continues to Ford Railway Station beyond which are the villages of Ford and Climping where it meets the main A259 coast road between Littlehampton and Bognor Regis. However, there are other links between the A259 and A27 including the Strategic Road Network via which through traffic should be directed. However at the former Wartime Ford Airfield there is an industrial estate that generates substantial LGV traffic that is unsuitable for Ford Road and despite the signpost at exit from this industrial estate many LGV’s use Ford Road as a rat run instead of travelling via the recommended lorry route.
Approximately two thirds of the local roads are country lanes, sometimes single-track, most subject to the national speed limit of 60mph. Even when this speed limit is not exceeded, many people are too frightened to walk, cycle or ride horses on these country lanes. Children in particular are kept as virtual prisoners, not allowed out unless with their parents. This has created the vicious circle that just to visit friends 10 minutes walk away, people get in their cars due to fear about cars, adding another car to the road increasing the fear about cars. There is an increasing weight of opinion that country lane speed limits should be reduced.
Figure (4.1) Vicious Circle of Traffic Growth, Rural
Within the town of Arundel, motor vehicles dominate. Much greater space is dedicated to motor vehicles than the narrow pavements for pedestrians.
To get around the town, pedestrians have to risk stepping into the hostile environment of the car.
The safety fears prevent parents from letting their children out on their own, restricting their freedom.
This also fuels a vicious circle: people do not feel safe walking and so they drive; having got in their car they may as well drive to bigger facilities with more variety such as out-of-town shopping centres and this starves Arundel’s businesses of many who should be its natural customers.
Figure (4.2) Vicious Circle of Traffic Growth, Urban
Fortunately for the economic well being of Arundel, the town is a major tourist
attraction.
Many of the tourists come by car, which makes the streets an even more hostile environment, driving local people away.
The problem is exacerbated by a crazy parking situation where Arun District Council charges for use of car parks while West Sussex County Council allows on-street parking free of charge, subject to certain restrictions in some streets. Since many of the dwellings in the old part of town have no off-street parking their occupants are unable to park their cars due to tourists choosing free on-street parking outside residents’ houses instead of using car parks, which only get used to capacity once all on street parking is used.
The road layout of the town draws vehicles to the High Street instead of leading them to the car parks, unnecessarily increasing traffic.
(4.7.2) DEMANDS OF ARUNDEL PEOPLE AND OFFICIAL REACTION
There is almost universal opinion that the speed limit should be reduced to reduce the hostile environment, both for country lanes and in town. The police object because they find it impossible to enforce current speed limits and so it would be ineffective. There is also anecdotal evidence that the majority of people who drive with excess speed are local people who “know” the road.
Residents of the old town who have no off-street parking often have great difficulty finding a parking place and would like residents’ parking permits. There is also demand for on-street parking charges for non-residents to be higher than charges in the car park, with the first one or two hours free in the car parks to encourage use of the local shops and facilities while reducing the hostile street environment of vehicles driving around looking for a free parking space.
Council officials claim a residents’ parking scheme is too expensive. Arun District Council (in charge of car parks) does not want to reduce prices thereby reducing revenue, whilst West Sussex County Council (in charge of on-street parking) prefers the cost to be “lost” in the general Highways budget. The two councils seem unable to co-operate to create an integrated parking policy.
There is growing demand for continuous walking routes, to reverse the current situation where pedestrians frequently have to cross the hostile road environment to reach their destination. This would be replaced by the motor vehicle having to cross a calmed pedestrian environment and give way to people on foot.
Council officials’ prioritisation on safety follows accident statistics, hence the often-quoted exclamation that there has to be a death before anything is done.
Council officials are more amenable towards changing road priorities to lead vehicles away from shopping areas towards car parks by changing road layout, marking and signage, as this would incur relatively low costs. However, other towns in West Sussex are a much higher priority and so Arundel must wait indefinitely.
Through traffic, especially LGVs, should be discouraged from using the very unsuitable Ford Road. This suffers much damage (especially to pavements, bollards and parked cars) and there is also the problem of severe noise and vibration for houses that are very close to the narrow road. Sign posts are put up directing cars to use alternative routes to Ford Market and Car Boot Sale, there is also a sign at the exit of Ford Airfield Industrial Estate directing LGVs to the recommended lorry route (a copy is sent to all road hauliers). However, LGVs constantly make this residential area intolerable.
There is also demand for safe cycle routes.
Sustrans is planning a leisure cycle route serving Arundel, but no thought
appears to have been paid to the utility needs of cyclists for commuting,
visiting shops or other facilities.
Top
(4.7.3) PROPOSED SOLUTION
Ø Offer a referendum to the people of Arundel and the surrounding villages for the following proposal.
Ø Separate Arundel and surrounding village local roads from West Sussex County Council management and separate the car parks from Arun District Council management.
Ø Give every resident of Arundel and surrounding villages an equal shareholding (similar to the way building society shares were distributed to their members).
Ø Set up the opening balance sheet showing all assets and liabilities.
Ø Set up a constitution for electing a board of directors and officers who will be responsible for managing the Arundel road network, complying with legislation and the wishes of the shareholders.
Ø Set up a financial system to allocate and pay all the costs imposed by the Arundel road network both direct and externalities, e.g. set up noise monitors to detect noise pollution, then pay those affected appropriate compensation.
Ø Use Global Positioning Technology to charge for road use see 4.14 Technology for Road Pricing Update
Ø Set up contracts for the maintenance of the roads with standards set for safety, ensuring all property has constant access etc, with penalty clauses for failing to meet agreed standards set by Arundel Roads PLC or national requirements.
Ø Change the system of parking charges and restrictions to meet shareholder wishes.
Ø Obtain legislation for law enforcement to recover all of its costs from those convicted of breaking the law. Taxpayers, shareholders and law abiding motorists should not be expected to pay for a law enforcement system that would not be required if people did not break the law.
Ø Buy-in police services, e.g. from Sussex Police or British Transport Police, to meet agreed policing standards.
Ø Change speed limits as requested by shareholders. Install comprehensive coverage of speed enforcement cameras.
Ø Impose a weight limit on Ford Road or reintroduce a weight-based toll for LGV use.
Ø AGM to decide how to spend profits, how much to distribute as dividend for shareholders? How much to spend on road improvements, changing the layout of roads to draw vehicles into the car parks, create safe walking and cycle routes, or whatever the shareholders decide?