a new mobility culture for merseyside the third local transport...

A New Mobility Culture for Merseyside The Third Local Transport Plan

Preferred Strategy Draft for Consultation A city region, committed to a low carbon future which has a transport network and mobility culture which positively contributes to a thriving economy and the health and well being of its citizens and where sustainable travel is the option of choice

September 2010

?? LTP3 Preferred Strategy

LTP3 Preferred Strategy

Foreword

We are pleased to present this draft Preferred Strategy for Merseyside’s third Local Transport Plan (LTP). The effects of the current recession and its possible longer term impacts locally mean that forecasting is even more fraught with difficulty than normal. As we note in the Preferred Strategy we are therefore planning in uncertain times. The Government has, however, re-iterated their desire to see the third LTP’s come into force as planned in April 2011. We also know that they support what we call the twin peaks, of ensuring the transport system aids economic growth whilst at the same time playing its part in reducing carbon emissions and addressing climate change. But we await more details of the Government’s overall approach to transport priorities and how they may be delivered at both national and local level. Not least we await the outcomes of the Governments Spending Review which will tell us how much public money will be available to support our plans. The Government has already made it very clear that it expects to see a much greater role for the private sector in major developments in the future, although it is unclear at this stage what level of funding for transport may be forthcoming. Our last LTP gained ‘excellent’ status, partly reflecting the ability of the local authorities and Merseytravel to work together. Equally, we have a proven track record of working collaboratively with all sectors of the community. We want to build on this through our consultation and discussion on this Preferred Strategy. It is particularly important in these uncertain times that we work together to find common solutions to our shared objective of an economically successful, fair and sustainable Merseyside. In particular we are working with our colleagues in Halton to ensure our respective LTP’s fully support the city region. We will be consulting widely on the proposals with organisations and the community across Merseyside. We want to develop a transport strategy for Merseyside that supports the objectives of our city region and the aspirations of our communities, and engaging with our stakeholders across Merseyside is central to this. Following the Local Transport Act of 2008, the Merseyside Integrated Transport Authority (MITA), has formal statutory responsibility for producing this LTP. In keeping with the long tradition of partnership working in Merseyside, it has been produced in full collaboration with the Merseyside local authorities

Neil Scales OBE Mark Dowd OBE Chair of Merseyside Transport Partnership Chair of Merseyside Integrated Transport Chief Executive & Director General - Merseytravel, Authority


Contents

Summary 1 1. Introduction 9 2. Our Vision and Goals 13 3. Changing times – The emerging national and local framework 27 4. Meeting the needs of Merseyside 33

5. The Preferred Strategy 57

6. The next steps 93

Further Information 99

• References 101

• Acronyms 103

Any annexes referenced in this document will be available alongside the Full Technical Report for the Preferred Strategy via www.TransportMerseyside.org

http://www.transportmerseyside.org/�

LTP3 Preferred Strategy ??

Tables

Table 1 Impact of possible reduced funding - 2010 comparison 7

Table 2 Impact of reduced funding for 2010/11 31

Table 3 Possible long term funding impacts 32

Table 4 Key city region projects 34

Table 5 Summary of responses to feedback on Challenges & Opportunities 36

Table 6 Updated Challenges and Opportunities 49

Table 7 Goals transport outcome matrix 53

Table 8 Merseyside Strategic Model – Do Minimum and Preferred Strategy Forecasts (with Scenario 1 Employment Forecast)

54

Table 9 Merseyside Strategic Model – Do Minimum and Preferred Strategy Forecasts (with Scenario 3 Employment Forecast)

55

Table 10 Major schemes 61

Table 11 Summary of actions to support goals 66

Table 12 Summary of actions to support transport activities 73

Table 13 Summary of actions to support disadvantaged communities 90

Figures

Figure 1 The twin peaks 24

Figure 2 Support of economic growth – multiple objectives 25

Figure 3 Modal choice by time of day 41

Figure 4 Purpose of travel by time of day 41

Figure 5 Number of trips by distance and mode 42

Figure 6 Disadvantaged areas – access to car 43

Figure 7 PION/CE employment growth 44

Figure 8 TEMpro forecasts in growth in car ownership 45

Figure 9 TEMpro – revised traffic forecasts 45

Figure 10 Strategy Development Process Diagram 53

Figure 11 Delivery of LTP 60

Maps

Map 1 Major employment locations – trips to work 39

Map 2 Distribution of trips in the AM peak 40

Summary

2? LTP3 Preferred Strategy

A new landscape 1. This LTP strategy is being developed in uncertain times. At the time of writing, a

number of the Government’s funding and policy frameworks remain unclear. In particular the amount of funding we will have for our transport system will not be known until later in the year. Only then will we be able to make clear decisions about our future investment in the network.

2. By the end of the year, however, we should have much greater certainty about most

concerns. We therefore aim to use the next three months to consult and discuss with as many stakeholders as possible, about how we can jointly take forward a Preferred Transport Strategy for Merseyside.

3. It is clear however, that funding will be much reduced from that which we have

enjoyed over the past 10 years. There are also concerns over existing funding for concessionary travel and grants to bus operators (Ref 1), which for example would potentially have major impacts on bus services and our social inclusion commitments.

4. However it is already apparent that the Government has presented us with new

challenges and opportunities, beyond just financial constraints. The Big Society (Ref 2), Local Enterprise Partnership’s (LEP) (Ref 3) and the Regional Growth Fund (RGF) set out new and radical ways of working at the local level.

5. The Government remain committed to addressing the twin peaks of providing a

transport system that supports economic growth and addresses carbon reduction. These are priorities that are entirely consistent with our local priorities of improving health and well being, so that we address health inequalities, social exclusion and improve accessibility.

Challenges and Opportunities 6. Our Vision and Goals, set out right at the start of this Strategy reiterates the clear need,

in line with Government policy, to both support the continuing growth and regeneration of Merseyside and to address climate change by reducing transport’s carbon output. It also clearly sets out the requirement to have policies and plans that meet multiple objectives and how we intend to do that. We have also explained our concerns regarding future oil supplies, as we believe these issues must be addressed in tandem with our proposals for a low carbon economy.

7. We believe our Vision and Goals and our ambitions for a new mobility culture are the

right ones for Merseyside at this time. We are promoting the concept of a new mobility culture because we believe that we have to change our approach to how we plan, provide and promote future transport provision. We believe that a time of fiscal constraint is not a time for retrenchment, but one for bold and innovative actions to achieve multiple objectives, by pooling resources and expertise across a wide number of policy areas.

8. We want this process to embrace as many of our partners and stakeholders as possible

and for it to be the start of a process that continues over the long term, so that we can

LTP3 Preferred Strategy? 3

adapt and change to make the best use of our resources for the maximum benefit of the people of Merseyside. The important aspect of the new mobility culture is that it is not just about transport, but about how we can all play a part in creating a sustainable and just community.

9 Successful world cities have grasped the notion that having high levels of cycling,

walking and public transport use is a sign of prosperity and well being. They in turn continue to thrive as they become magnets for inward investment based on their high quality of life. We believe Merseyside has the opportunity to grasp these opportunities through a similar approach. There was a large measure of support for these proposals which we set out in Challenges and Opportunities (Ref 4).

10. Evidence points clearly to Merseyside being delineated by mobility rich and mobility

poor communities, where lack of transport choice is having a major impact on inequalities and access to jobs and opportunities. As we showed in Challenges and Opportunities high fare levels and the relatively cheap cost of motoring are exacerbating this situation and that it is often the most disadvantaged communities than experience the worst effects of traffic and transport. The key to our plans is improving equality of travel opportunity for all but in a way that is part of a truly sustainable approach.

The big picture and future forecasts 11. For Merseyside, in common with most other areas, future economic growth and

development may be less easily achieved than in the recent past, at least in the short term. The Preferred Strategy looks forward as far as 2024. As Challenges and Opportunities, pointed out nobody can be clear about what sort of world we will be living in then. That is why the LTP also contains proposals for the shorter term to 2014/15. We must be flexible in our approach to take account of inevitable change.

12. There are approximately 4 million trips starting and finishing in Merseyside every day. It

is a huge and diverse challenge. The City Centre represents the single most concentrated location for trips and it is important we secure the long term success and viability of the City Centre as the key economic driver of the city region. However, we must also address the fact that large numbers of trips are taking place across the whole of Merseyside and for a wide range of purposes; freight and accessing education are particularly important,

13. The previous ten years have seen considerable development of the local transport

network. Similar levels of investment are unlikely for the foreseeable future but we have a lasting legacy of a modern and extensive rail and bus system, together with a highways network that has also seen extensive improvements through major schemes such as Edge Lane and Hall Lane.

14. Our forecasts for the future show a largely flat projected traffic growth in the short

term. On this basis, we believe our existing assets can largely manage with short term anticipated demand apart from certain pinch points such as access to the port at Seaforth. On the rail network, capacity is a problem on many lines and services into the city centre, especially at Liverpool Central Station.


15. Longer term forecasting, particularly at the present time is an uncertain science, but in line with national projections our forecasts show demand increasing again from about 2014/15.

16. Of course, there are real hopes that there will be major developments at locations such

as Liverpool and Wirral Waters and the Port of Liverpool. At the moment plans for these developments remain uncertain in terms of scale and timescales.

17. Wirral Waters has obtained outline planning consent. The phasing has not been

confirmed but the extent of the transport infrastructure has been agreed and will be brought forward in line with stages of development for delivery up to 2030. The Port of Liverpool plans for the Post Panamax (Ref 5) facility at Seaforth are now being taken forward by Peel Ports. The new facility will generate additional freight traffic. A Port Access study is currently underway and this will inform both our longer term plans and the Port Masterplan, also currently under development (Ref 6).

18. Our Strategy is therefore designed to be flexible in its approach and to ensure that

appropriate transport measures are put in place to support these developments at the right time. We have not at this stage suggested any particular measures, but these will emerge over the course of the next few years.

Vision and Goals 19. Within the context of our examination and assessments our aspirations for transport are

set within the context of the vision for the Liverpool City Region (LCR).

“To establish our status as a thriving international city region by 2030’

20. Our vision for our transport network is one that had widespread support as part of our proposals for Sustainable Travel City in 2009(Ref 7).

A city region, committed to a low carbon future which has a transport network and mobility culture which positively contributes to a thriving economy and the health and well being of its citizens and where sustainable travel is the option of choice

21. In order to meet our challenges and maximise our opportunities, we believe that we have to use our past successes as a springboard for a new approach and create a new mobility culture that will support economic growth, reduce carbon emissions and promote health.

22. A new mobility culture means developing a transport system which supports the

objectives and aspirations of the communities and organisations across Merseyside. It is about developing a transport system that provides real sustainable options and which supports the continuing regeneration and economic development of the city region.

23. However a new mobility culture goes further than that - it is also about equality. It is

about delivering a transport system which ensures that people have more equal access to employment opportunities, education and health facilities, and to leisure, cultural and sporting resources. In this sense it goes beyond 'traditional' transport planning and

LTP3 Preferred Strategy 5

must be integrated with socio-economic, health, environmental, education and other policies. The 2010 Year of Well Being has provided a real example of how this approach can be taken forward (Ref 8). The development of the Liverpool City Region presents a real opportunity to deliver this.

24. If we can get this approach right, transport will help to:

(a) Create a city region of opportunity where all sections of the community can make contact with as many goods and services as possible including jobs, training, education and social, leisure and recreational activities that increase quality of life

(b) Create a resilient city region that will support a strong and vigorous internationally competitive economy at the same time as increasing its ability to deal with challenges in the future from climate change, increases in oil prices, interruptions in oil supply and economic down turns

(c) Contribute to a low carbon city region that recognises the responsibilities of all

cities to play a leadership role in carbon reduction and celebrates the opportunities this provides to create competitive and sustainable jobs in green technology industries and activities

(d) Create a healthy city region where all transport options including walking and

cycling facilities link to spatial planning and send strong signals in support of high levels of physical activity

(e) Create a high quality liveable city region that improves air quality, reduces noise

levels and creates highly attractive public spaces and cultural offerings building on the achievements of the Capital of Culture

25. In order to support the city region Vision through our transport aspirations we have

developed a set of goals to frame this Preferred Strategy.

Our Goals

• One - Ensure the transport system supports the priorities of the Liverpool City Region, the proposed Local Enterprise Partnership and the Local Strategic Partnerships.

• Two - Provide and promote a clean and low carbon transport system.

• Three - Ensure the transport system promotes and enables improved health and wellbeing.

• Four - Ensure the transport system supports equality of travel opportunity by enabling people to connect easily with employment, services and social activities.

• Five - Ensure the transport network supports the economic success of the city region by the efficient movement of people and goods.

• Six - Maintain our assets to a high standard.

(Please note all goals have equal status)


Preferred Strategy 26. We need to continue our approach of placing transport firmly within the wider priorities

and policies of the Liverpool City Region and seeking common aims and goals with other partners and stakeholders to make the most of the resources we have and maximise the benefits to the people of Merseyside. This is the common thread running through this strategy. In summary our Preferred Strategy is underpinned by three key principles:-

(a) Demonstrate value-for-money, effectiveness and efficiency in a funding

constrained environment. (b) Address multiple objectives with other core policy areas to address common

goals. (c) Undertake resilient planning to ensure capacity for future development and

economic, policy and funding changes.

27. Within these principles our Preferred Strategy is based on the following:- (a) The Policy Focus (i) Ensure maintenance of core assets - maintain and make best use of

existing resources, and plan for a system resilient to changing weather patterns.

(ii) Support growth and carbon reduction - target available resources. to

support city region priorities, and plan for a less oil dependent transport system.

(iii) Safe and inclusive - ensuring equality of travel opportunity, addressing

disadvantage, and health inequalities with a continuing commitment to reducing road traffic accidents.

(iv) Promote health and well being – focus on the promotion of public

transport, and active modes in particular, to increase levels of cycle and walking in order to promote physical and mental health and reduce carbon emissions.

(b) The Delivery Focus (i) Making maximum use of technological improvement - using

Intelligent Transport Systems (ITS) (See Annexe Five) and smartcards to make existing provision work better and encourage green technology.

(ii) Smarter Choices - promote sustainability and support behaviour change

linked to a programme of targeted improvements that improve the attractiveness, safety, and marketability of the walking, cycling and public transport networks, in particular.


(iii) Collaboration and co-operation - working with planners and developers to improve existing assets and reduce reliance on transport capital solutions.

(iv) Address multiple objectives – work with key partners and stakeholders

to assist more innovative and clever use of available resources including pooling and sharing.

(v) Maximise funding opportunities - work with the private sector,

operators and other agencies to achieve our ambitions. Funding and the short term implementation plan 28. Levels of public funding will be severely curtailed at least in the short term. We are

working on a possible range of funding significantly less than recent years, as the table below shows. We must work with a wide range of partners and stakeholders to address multiple objectives pooling funding and looking at other innovative financial solutions.

Table 1: Impact of possible reduced funding - 2010 comparison

Revised base

following, 2010 cuts

Further 25% cut on revised 2010 funding

level

Possible 40% cut on revised 2010 totals

(£000s) (£000s) (£000s)Projected LTP3 Funding 2011/12 24,539 18,404 14,723

29. Taking these issues into account, we believe in the short term, there are key actions

that are vital for the longer term and around which we will be examining particular proposals for the first four year implementation plan to 2014/15 (Note: This timescale is subject to Government confirmation). These are:-

(a) Prioritise maintenance programmes. This will meet the priorities of the city

region by ensuring that the network allows for the efficient movement of people and goods provides a safe environment for vulnerable members of the community and encourages cycling and walking. It must also be resilient to extreme weather.

(b) Fully integrate the LTP with the Local Development Frameworks and

Community Strategies. This will provide a robust planning framework linking transport and future developments in ways that can reduce long distance travel and carbon emissions, improve accessibility and provide a framework for future funding sources.

(c) Expanding the range of public transport services by examining the role

of other providers, backed up by a network of neighbourhood based information services. This will have a direct impact in disadvantaged areas, creating greater opportunities to travel, access employment and foster well being.


(d) Begin to implement the next generation of technology. This will improve information systems for all users and the use of smart cards to offer a range of benefits to a wide spectrum of users. This will maintain free flowing networks, increase journey opportunities and integrate a wide range of transport uses.

(e) Work with the Freight Quality Partnership (FQP) and other parties to

develop and enhance the freight and logistics network. This will strengthen Merseyside’s competitiveness, support SuperPort and access to the Port, reduce the impact of freight movement on local communities, promote the use of rail and make a major contribution to reducing carbon outputs.

(f) Implement the low emissions strategy and prepare a complementary

strategy that seeks to reduce reliance on oil. This will reduce carbon emissions, improve air quality and improve health and provide a stimulus to the creation of new technologies in support of the city region Low Carbon Economy.

(g) Use TravelWise to increase promotion of sustainable travel and

behaviour change. This will reinforce the advantages of change to create a healthier and low carbon Merseyside and create the foundations for the area to join other sustainable and successful city regions.

(h) Continue to reduce road traffic accidents through the control of

excessive speed on the highway network. This will be achieved by sustaining the high quality enforcement delivered by Merseyside Police in recent years and by the introduction of an extensive network of low speed zones, creating safer roads, encourage more cycling and walking and therefore improve health and well being whilst reducing carbon outputs

(i) Ensure effective delivery of capital programmes. Implement a highly

targeted approach to delivery in line with the principles set out within the Preferred Strategy and guided by clear evidence of value for money and effectiveness

(j) Plan for the long term. Joint robust and practical long term planning will be

essential to ensure we can provide for long term improvements and make the case for their approval, in ways that support the city region.

Chapter One Introduction

10 LTP3 Preferred Strategy & Options

1.1 This draft Preferred Strategy for the LTP sets out our proposals for developing Merseyside’s transport system over the next 20 years, whilst at the same time setting out some key priorities for the short term until 2015.

1.2 It is being developed in uncertain times. At the time of writing, a number of the

Government’s funding and policy frameworks remain unclear. In particular, the amount of funding we will have for our transport system will not be known until later in the year. Only then will we be able to make clear decisions about our future investment in the network.

1.3 It is already apparent that the Government has presented us with new challenges and

opportunities, beyond just financial constraints. The Big Society and LEP set out new and radical ways of working at the local level.

1.4 The Government remain committed to addressing what we call the twin peaks of

providing a transport system that supports economic growth and addresses carbon reduction. These are entirely consistent with our local priorities of improving health and well being .so that we address health inequalities, social exclusion and improve accessibility.

1.5 In Chapter Two we set out in detail our Vision and Goals and the rationale behind our

approach to delivering our new mobility culture as a means of delivering the change and improvements we consider essential to Merseyside’s future prosperity.

1.6 It is clear however, that funding will be much reduced from that which we have enjoyed

over the past 10 years. There are also concerns over existing funding for concessionary travel and grants to bus operators, which for example could potentially have major impacts on bus services and our social inclusion commitments.

1.7 We set out in Chapter Three the current framework for the LTP. We can anticipate

further changes both in policy and financial terms, at local and national level. These will need to be reflected in our final proposals for the LTP which will be finalised early in 2011.

1.8 In Chapter Four we explain how we anticipate that support for transport as a key

enabling measure for progressing the wider priorities identified in the city region strategy and carried forward through the Multi Area Agreement (MAA) (Ref 9), will continue and be reflected in final decisions on LEPs, particularly in support of the key transformational activities around SuperPort, Low Carbon Economy and support for the Visitor and Knowledge Economies. (see 4.7)

1.9 Also in Chapter Four we show how we will meet the needs of Merseyside taking

account of a range of factors including the city region priorities, future forecasts and feedback from our earlier consultation on Challenges and Opportunities earlier in the year. We demonstrate how we have assimilated these factors against the goals we have set and the planning approach we have adopted.

1.10 Finally in Chapter Five we set out our draft Preferred Strategy for the long term and an

Implementation Plan for the shorter term.


1.11 This draft Preferred Strategy marks the starting point, not the completion, of the development of LTP3. We want to have a comprehensive consultation phase involving as many people and organisations as possible in helping us to jointly decide the best course of action for the coming years. Chapter Six sets out this process and shows how you can get involved.

1.12 In setting out our preferred strategy for LTP3 in this document we are seeking your

views on the approach we are proposing. Within this document we ask a series of questions. These questions are collated at the end, and we encourage you to respond by completing our online survey, or alternatively a printed survey form available with this document.

1.13 A public summary version of this document is available to download at

www.TransportMerseyside.org or on request from the LTP Support Unit.


12 LTP3 Preferred Strategy

Chapter Two Our vision and goals


2.1 Our aspirations for transport are set within the context of the vision for the Liverpool City Region.

‘‘To establish our status as a thriving international city region by 2030’.

2.2 Our vision for transport is one that had widespread support as part of our

proposals for Sustainable Travel City in 2009.

A city region, committed to a low carbon future which has a transport network and mobility culture which positively contributes to a thriving economy and the health and well being of its citizens and where sustainable travel is the option of choice.

2.3 In order to meet our challenges and maximise our opportunities, we believe that

we have to use our past successes as a springboard for a new approach and create a new mobility culture that will support economic growth, reduce carbon emissions and promote health and well being.

2.4 A new mobility culture means developing a transport system which supports the

objectives and aspirations of the communities and organisations across Merseyside. It is about developing a transport system that provides real sustainable mobility options and which supports the continuing regeneration and economic development of the city region.

2.5 However a new mobility culture goes further than that; it is also about equality.

It is about delivering a transport system which ensures that people have more equal access to employment opportunities, education and health facilities, and to leisure, cultural and sporting resources. In this sense it goes beyond 'traditional' transport planning and must be integrated with socio-economic, health, environmental, education and other policies.

2.6 This process has already started. During 2010 Liverpool Primary Care Trust, (PCT)

has led Merseyside (and Cheshire) in a Year of Health and Wellbeing. The Year was designated as a result of the Liverpool Health is Wealth Commission, (Ref 10) which highlighted many of the stark health inequalities still faced in Merseyside. 2010 Year of Health and Wellbeing aimed to form a broad coalition of partners to place health and well being at the heart of all policies in recognition of its central role in achieving a wide range of social objectives including equality and social inclusion. Although good progress has been made in 2010 it is clear that a longer time-frame is necessary and discussions are now underway to establish a decade of health and wellbeing for Merseyside.

2.7 The connection between transport and health has been a key part of 2010 Year

of Health and Wellbeing and of our policy development for LTP3. The alignment of LTP strategy with a decade of health and wellbeing forms an effective approach to creating a healthy, low carbon transport network as part of a sustainable and equitable Merseyside.


2.8 The development of the Liverpool City Region presents a real opportunity to deliver this. In particular, it means:

(a) Addressing the gap between the mobility rich and mobility poor, which

we identified in Challenges and Opportunities, and focussing on the key role for transport which is to provide barrier free, easy, reliable and safe access to goods and services for everybody. In this way we can help places become more attractive within which to live and work, and ensure everybody has equal opportunity to access jobs and services.

(b) Ending an over emphasis on increasing journey speed and reducing

journey times. Such an approach is one that leads to ever increasing journey distances for those that can afford to make them exacerbated by land use and locational choices based on quick journey times using the motorway network or key rail routes. In the long term such an approach is neither sustainable nor just and widens the gap between the mobility rich and mobility poor.

(c) Finding the means to provide safe, secure and attractive environments

that are not dominated by accommodating motorised vehicles, in ways that for example, see pavements blocked by parked cars, or for where there may be better uses of available space.

A Street for Everyone New Road, Brighton, UK

The improved New Road, one of Brighton’s most important streets, is one of the few shared-surface, multi-modal, non-residential streets in the United Kingdom. The design is informed by a detailed understanding of how people use the street and the historically sensitive surroundings of Brighton’s Royal Pavilion and its Gardens, where they walk and where they choose to spend time.


(d) Finally, the new mobility culture recognises that transport is not just about infrastructure. Creating safe, accessible and sustainable transport networks embraces a host of factors including education, information and partnership. And it means everybody being engaged with the debate and examining where we can all make changes for a better transport network that helps create a vibrant city region.

2.9 If we can get this approach right transport will help to:

(a) Create a city region of opportunity where all sections of the community can make contact with as many goods and services as possible including jobs, training, education and social, leisure and recreational activities that increase quality of life and reduce inequalities

(b) Create a resilient city region that will support a strong and vigorous

internationally competitive economy at the same time as increasing its ability to deal with challenges in the future from climate change, increases in oil prices, interruptions in oil supply and economic down turns

(c) Contribute to a low carbon city region that recognises the responsibilities

of all cities to play a leadership role in carbon reduction and celebrates the opportunities this provides to create competitive and sustainable jobs in green technology industries and activities

(d) Create a healthy city region where all transport options including walking

and cycling facilities link to spatial planning and send strong signals in support of high levels of physical activity

(e) Create a high quality liveable city region that improves air quality, reduces

noise levels and creates highly attractive public spaces and cultural offerings building on the achievements of the capital of culture

2.10 Transport has a key role to play in all these ambitions and is central to their

delivery and our Preferred Strategy has been designed to make a substantial contribution to these high level city region objectives.

Question 1

Following our spring consultation on LTP3 Challenges and Opportunities we have renewed our vision and our definition of the “New Mobility Culture” concept. To what extent do you agree or disagree with our Vision, and our approach to creating a New Mobility Culture? (paragraphs 2.1 to 2.10) Please use the accompanying or online questionnaire to answer this question


Our Goals 2.11 To achieve these ambitions we have set the following goals;

• One - Ensure the transport system supports the priorities of the Liverpool City Region, the proposed Local Enterprise Partnership and the Local Strategic Partnerships.

• Two - Provide and promote a clean and low carbon transport system.

• Three - Ensure the transport system promotes and enables improved health and wellbeing.

• Four - Ensure the transport system supports equality of travel opportunity by enabling people to connect easily with employment, services and social activities.

• Five - Ensure the transport network supports the economic success of the city region by the efficient movement of people and goods.

• Six - Maintain our assets to a high standard.

(Please note all goals have equal status)

Meeting common objectives 2.12 In transport terms, the overriding policies for the Government are around

creating the conditions for economic growth whilst addressing carbon reductions and climate change. These ‘twin peaks’ are ones we support, within the context of our Merseyside priorities for health and wellbeing.

2.13 A report by the Cabinet Office and Department for Transport (DfT), (Ref 11) set out

the importance of good urban transport and how it could have triple benefits across health, regeneration and urban environments. We believe the impacts are even more wide ranging, but in order to achieve such gains we want our strategy and policies to work very hard and to deliver on multiple objectives. Any one measure, policy or intervention must explicitly deliver concrete result on as many headline themes as possible.

2.14 This is also about Value for Money (VFM) and synergy and these are two strong

organising principles especially in a period of budget cuts and major reductions in local transport funding.

2.15 If we take one of the twin peaks of addressing climate change; just as we talk

about adaptation as an important policy so it is equally important to talk about resilience. How do we make our local communities and economies as resilient as possible to ride out possible crises associated with increased oil prices, disruption of oil supply and oil “running out”? A resilient local economy will be far more successful than one locked into business as usual. An economy centred around a planning and regeneration framework which is dependent on an oil based transport system is a highly vulnerable economy and society.


The need to consider peak oil The repercussions of a heavy reliance on carbon and fossil fuels are significant and our transport system is at particular risk. We know that the point at which fossil fuel resources can no longer meet demand is getting nearer and that this is likely to lead to volatile prices and restrictions in availability.

“…there are likely to be sudden shocks created by price rises and lack of availability of oil, food and other products and services. At these points change is not gradual and voluntary but sudden and unavoidable.” Bristol Partnership, 2010.(Ref 12)

The transport system is reliant on oil for 97% of the energy it uses and is highly susceptible to these pressures; through this strategy the measures we will take to reduce emissions and provide a low carbon transport system will go some way towards minimising the negative consequences resulting from price increases and inconsistent supplies. However, we recognise that the approach outlined here is unlikely to be sufficient to insulate the transport system against the severe impacts of oil shortages and this is something we intend to address as a priority. Forecasts show fuel prices increases of 14-27% by 2024 (DECC, 2010) (Ref 13), which would see average household expenditure on transport fuel rise by £300 annually. Costs to businesses and the public sector are estimated to reach 1% of the area’s gross value added (GVA) and affect around 90,000 jobs (Regeneris Consulting and Quantum Strategy & Technology, 2009) (Ref 14). Investment in green technologies and industries, on the other hand, can bring significant returns – the value of the Environmental Technologies and Services sector in Merseyside is worth £1.04 billion and employs almost 9,000 people. The alternative vehicle fuels sector contributed £131.7million to Merseyside’s economy in 2009/10; this represented a growth of 2.86% between 2008 and 2010, compared to 4.47% across the Northwest (Envirolink Northwest, 2010) (Ref 15) The case for supporting alternative fuel and vehicle companies is strong; the sector is showing sustained growth which is likely to increase and locally we have two vehicle manufacturers - Jaguar-Landrover in Halewood and General Motors in Ellesmere Port – who are both pursuing low carbon vehicles and are significant local employers. We show elsewhere the potential for Merseyrail to become a true carbon neutral rail network using locally derived power.


2.16 As Sir David King, former Chief Scientific Advisor to the Government has noted, (Ref 16) that as well as technological change and innovation, ‘we will also need to go beyond the designs of the vehicles and fuels

themselves and look at changing urban design, buildings and improving mass transportation systems and changing the ways people drive. This of course is independent of the additional but pressing imperative to reduce carbon emissions and prevent dangerous climate change. Put the two together and the case for change becomes overwhelming’.

2.17 We want the Liverpool City Region to be a vibrant, economically successful, low

carbon city region which improves quality of life for all residents. This reinforces the point we made above about the importance of synergies between, not only our transport policies but with wider policy areas. Therefore we need to identify policies and measures that can add significantly to this overarching objective by contributing to as many different strands as possible and all at the same time.

2.18 All the evidence suggests that sustainable cities are successful cities. They are

able to attract inward investment because they have high quality environments, skills, health and well being. Cities like Copenhagen, Vancouver and Hamburg are places most other cities would aspire to be like. Attractive environments, exploiting Merseyside’s many natural and built attributes will encourage growth in the knowledge and visitor economies, in ways that begins to emulate the world’s successful cities.

Cities that meet the challenge of sustainability will leap ahead of others by attracting people who demand a healthy and culturally-rich lifestyle - (Ref 17)

2.19 If we start from the position laid out by Sir David King, we believe that the

policies we set out later to address climate change and plan for a transport system less dependent on oil, will also play a major role in securing increasing economic growth, not only by creating the sort of environment described above, but in helping to create opportunities in new transport technologies. Through developing initiatives such as Plugged in Places; (Ref 18) or working toward a local carbon neutral rail network, we will be contributing directly to the city regions aspirations for a low carbon economy. There are major opportunities to work with the regions two motor manufacturers to develop new vehicle technologies.

2.20 The city region priority around SuperPort (Ref 5) building on the strengths of our

logistics industry will benefit from the initiatives we are taking through our freight strategy, whilst further evidence from places such as Oslo, suggest that there are huge advantages to be gained by developing a truly sustainable approach, involving energy creation and waste management for example. At the same time we must work together to make the case for an increased status for Liverpool in the national ports hierarchy, working to bring more freight into the port where the advantages of more use of rail freight can be fully exploited.


The Castor Green Terminal This terminal planned for Oslo in Norway is seen as the ocean cargo terminal of the future - powered by the sun and wind. The futuristic terminal has no conventional power, uses no fossil fuels and releases no harmful emissions into the atmosphere. “The future will require us to think differently about energy and land use. As environmental regulations continue to expand, our customers will benefit from a greener and leaner supply chain.” The energy used to handle each unit of cargo within the terminal complex will be reduced by as much as 80 per cent. Wind turbines will provide the prime source of power for the Castor Green Terminal along with solar photovoltaic roof panels. The terminal will also be self sufficient for all its water needs – rain water collected from its roofs will be stored in underground tanks and then reclaimed. The terminal is intended to be sited close to good rail and road links and barge services (if relevant) so distances to main markets and manufacturing facilities will be relatively short. Web link: http://www.pitchengine.com/walleniuswilhelmsenlogistics/clean-green-terminal-of-the-future--/62938/

Carbon reduction and better health – two sides of the same coin 2.21 Our proposals to address carbon reduction have confirmed national evidence

(Ref 19) about how much can be gained by examining the different types and lengths of trips within Merseyside. Many of these are short distance and highly suitable for more active modes of walking and cycling. In addressing this and creating better conditions to encourage more cycling and walking we will have a major impact not only on our efforts to reduce carbon emissions, but also on better air quality, addressing high levels of obesity and improving mental health. We will thus have a major impact on the health and well being of our communities.

2.22 In setting out to exploit the benefits of greater levels of cycling and walking, we

must take the opportunity to develop another of Sir David’s themes, around better planning and urban design to both encourage their use and reduce the need to travel longer distances.

2.23 We hope that proposals for the redevelopment of the Royal and Alder Hey

Hospitals for example, as well as the major developments planned for Liverpool and Wirral Waters and the Port of Liverpool, will begin to come to fruition. They provide the opportunity to create new communities close by and support the regeneration of North Liverpool/South Sefton and Birkenhead and Wallasey. Comprehensive redevelopment closely linked to the transport system will help to

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http://www.pitchengine.com/walleniuswilhelmsenlogistics/clean-green-terminal-of-the-future--/62938/�


reduce long distance commuting and encourage sustainable travel. It will therefore have great impacts on our plans for reduced carbon emissions whilst creating modern attractive living conditions. We will continue to work with programmes such as New Heartlands (Ref 20) to ensure new housing is built to a design that encourages sustainable active travel and public transport, as well as looking to encourage other developments in proximity to the Merseyrail network or major bus corridors. Walking and cycling have a role here, especially for short trips and for access to the rail network, in particular.

2.24 We understand that a blanket assumption that public transport is always a better

option in terms of reduced carbon emissions is a blunt instrument. We therefore have to create the conditions where use of the networks is maximised. As we note below, there may be other public transport options, such as the use of taxis or community transport that are better suited to particular requirements and encourage different sectors to play a role in providing essential services.

Planning for a more sustainable future 2.25 Getting these longer term aspirations right will require close collaboration and

joining up with each local authority’s emerging Local Development Frameworks, (LDF) and this critical work needs to continue on a dynamic basis allowing regular updates to inform decision making. Another part of the planning system that is crucial is our transport supplementary planning document, (SPD) which all the local authorities have adopted, dependent upon their local conditions, and which seeks to implement a consistent set of transport requirements that will help to ensure new developments are accessible to all and not just car users.

2.26 Getting land use and locational choice right is critical to providing everybody

with equality of travel opportunity and to be able to access jobs, education and fresh food supplies for example. We have shown the great disparities in opportunity between our mobility rich and mobility poor communities. Our goal for increased accessibility is closely aligned with important city region priorities such as the City Employment Strategy, (CES) (Ref 21). Creating better travel opportunities and access to work and education will have a major impact on health inequalities and we believe there are a number of different ways that we can improve access, through better bespoke information, more targeted fares and the use of different types of transport appropriate to need. Again cycling and walking have been shown to be low cost and healthy options to access opportunities, through initiatives such as WorkWise (Ref 22) for example.

2.27 Such an approach will require different ways of provision and funding, but there

are a number of areas that may lend themselves to the possible involvement of community enterprise and third sector involvement. We already contract with a third sector Community Interest Company to deliver our Bikeability cyclist training programme which is the largest in the country (Ref 23).


Safe and secure environments 2.28 Many of our disadvantaged communities suffer the greatest impacts from

transport, including poor air quality, road traffic accidents and severance caused by transport corridors. These have major impacts on health inequalities and the health sector.

2.29 A key strand for us will be the use of our road hierarchy and road user hierarchy,

where we will seek to ensure the efficient operation of our highway networks for freight and public transport (See Goal 5 in the Technical Report). Away from these strategic networks we will ensure people come first and help to create the conditions that can encourage play and community activity on appropriate streets and street environments that encourage walking and cycling and safe environments for older and disabled members of the community.

2.30 Here and in the shorter term in many areas we will seek to use our transport

interventions in tandem with other initiatives that support the city region’s aspirations, particularly in the field of Green Infrastructure and associated initiatives such as Grey to Green (Ref 24). There may be areas where current transport assets could be better used to create better street conditions. Again the joining up of these initiatives will help to provide better conditions for non motor transport, create environments that help with climate change, mitigate against extreme weather and improve health and well being.

2.31 Even in cities with a long association with extensive car use, new and innovative

schemes are being brought forward to create environments in keeping with the times.

Portland USA(Ref 25) Portland leads US cities in encouraging people not to drive. It has a fully integrated transport system and is also one of the most bike-friendly cities in America, with 15 per cent of residents using a bike as their primary or secondary means of getting to work. Not content with that, Portland wants to transform itself into a city where a quarter of all daily trips are taken by bicycle. The Portland bicycle plan will create a ‘low stress bikeways network’ where people of all ages and abilities feel happy to cycle around the city.

Making the most of what we already have

2.32 Maintenance of our key assets will be vital, perhaps particularly in times of

financial constraint. Freight and public transport networks must be kept freely flowing and pot hole free roads and pavements encourage cycling and walking and provide safe passage for older and disabled members of the community.


2.33 The use of ITS provides the opportunity to build modern and accessible information systems for road and public transport users in ways that not only help to create free flowing networks but also encourage new travel opportunities, through the use of smart cards for example. We will combine this with our TravelWise programme and other initiatives such as Let’s Get Moving to ensure lack of information is not a barrier to travel. We believe there are further advances in how we can use new ways of providing information that operate at the community level. Equally we believe there are possibilities for the use of new technology like smart cards to generate income that can further improve the transport system (Annexe Five).

2.34 None of what we are setting out is new. There is a wealth of evidence from

home and abroad and across different policy areas that supports our approach. We believe that what we are proposing will demonstrate with clear outcomes the benefits of implementing this advice.

‘There is very considerable evidence for identifying synergies and complementarities with other policy goals such as climate change, social inclusion, and well being to strengthen the case for action and provide multiple benefits.’ Foresight Report; Tackling Obesities – Future Choices. 2nd Edition 2009.

2.35 Figures 1 and 2 below summarise part of our approach showing how our

strategy for reducing carbon emissions and supporting economic growth has a range of potential benefits across a number of areas including job creation.

2.36 This Preferred Strategy covers the longer term until 2024 together with a shorter

term plan until 2014/15. Some of our proposals will be longer term, but others can and need to be implemented in the short term. We show clearly throughout the Strategy our approach, which will be refined in the light of consultation and levels of funding.

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Chapter Three Changing Times – The emerging national and local framework


3.1 Since we began developing LTP3 there have been major changes at both national and regional level, following the General Election. At the time of writing, there remains some uncertainty about the Government’s policies for transport, funding levels and the institutional arrangements for delivery.

Government transport priorities 3.2 The major imperative of the government’s policy is to reduce the economic

deficit and manage the country’s debt. Our current assessment of the Government's transport policies and priorities is set out in the box below.

Overarching priorities

The Secretary of State for Transport Philip Hammond stated at the second Transport Council of the Spanish Presidency in Luxembourg on 24 June 2010 that:

"The UK’s overarching national objectives for transport were to support economic growth and contribute to the 2020 carbon reduction targets." Additionally, I stressed the importance of having competitive transport services and the need to avoid excessive regulatory burdens on business.

Coalition Programme – Transport commitments(Ref 26)

The Coalition programme for government set out the following commitments.

• The Government believes that a modern transport infrastructure is essential for a dynamic and entrepreneurial economy, as well as to improve well-being and quality of life. We need to make the transport sector greener and more sustainable, with tougher emission standards and support for new transport technologies.

• We will mandate a national recharging network for electric and plug-in hybrid vehicles.

• We will grant longer rail franchises in order to give operators the incentive to invest in the improvements passengers want – like better services, better stations, longer trains and better rolling stock.

• We will reform the way decisions are made on which transport projects to prioritise, so that the benefits of low carbon proposals (including light rail schemes) are fully recognised.

• We will make Network Rail more accountable to its customers.

• We will establish a high speed rail network as part of our programme of measures to fulfil our joint ambitions for creating a low carbon economy. Our vision is of a truly national high speed rail network for the whole of Britain. Given financial constraints, we will have to achieve this in phases.

• We support Crossrail and further electrification of the rail network.

• We will turn the rail regulator into a powerful passenger champion.

• We will support sustainable travel initiatives, including the promotion of cycling and walking and will encourage joint working between bus operators and local authorities.

• We are committed to fair pricing for rail travel.


• We will work towards the introduction of a new system of HGV road user charging to ensure a fairer arrangement for UK hauliers.

• We will stop central government funding for new fixed speed cameras and switch to more effective ways of making our roads safer, including authorising ‘drugalyser’ technology.

• We will tackle rogue private sector wheel clampers.

The Big Society

At the launch of ‘The Big Society’ in July, the Prime Minister set out some ideas including

‘Devolving budgets to street-level, to developing local transport services, taking over local assets such as a pub, piloting open-source planning, delivering broadband to local communities, generating their own energy…’

3.3 The Government view the development of Local Transport Plans as

’the best way for authorities to plan transport strategy and delivery and to ensure that all funding is spent efficiently and effectively’

and that

‘authorities are accountable to their communities rather than to the Department for the quality and content of their Plans’.

3.4 The DfT will therefore no longer intervene in the development of the LTP nor

require progress reports or reviews in the future. 3.5 The Government has also announced the abolition of regional Government

offices from 2011 and are clear that development, implementation and performance management of LTP’s should take place at the local level. One important aspect of our consultation and discussion programme will therefore be to discuss locally agreed appropriate targets for the next LTP.

New regional and sub regional arrangements 3.6 With the abolition of the North West Development Agency (NWDA), (from 2012)

and the North West Leaders Forum (4NW), Regional Spatial Strategies (RSS), were abolished in July. Both the NWDA and 4NW were keen to ensure that the research and work carried out for RS2010 was not lost and a slimmed down document has been issued as a non-statutory strategic framework for the North West entitled, ‘Future North West; Our Shared Priorities’, (Ref 27) It sets out the following aspirations;

(a) The quality of life for the people of the North West will be excellent and the

area will become more prosperous, more equitable and low carbon. By 2030 it will be a better place to live, learn, work, visit and invest in, with:

(b) Job opportunities for all in a highly productive, well-skilled, internationally

competitive, knowledge-based and resource-efficient economy which is adapting to climate change and living within environmental limits; and


(c) High levels of health and social wellbeing, minimal deprivation and child poverty, good housing and excellent physical and digital connectivity;

Furthermore, and specific to the Liverpool City Region its states that:

Liverpool will be a world-class cultural city, a major driver of economic growth and an international gateway and the international potential of the Liverpool-Manchester corridor will have been developed

The Liverpool City Region

3.7 The Liverpool City Region is made up of the five Merseyside local authorities of Liverpool, St Helens, Wirral, Knowsley and Sefton plus Halton. The Cabinet is made up of the leaders of these six authorities plus the Chair of the Mersey Partnership, (TMP) (Ref 28).

3.8 Partnership at a city region level complements and adds value to the work of

local authority’s and Local Strategic Partnerships. It means that the city region is better positioned to attract investment and resources, ensure its residents have the skills to get the jobs that are created and that it is able to influence decisions made by Government and their agencies on issues such as housing, transport and waste.

3.9 The city region has already worked with Government to agree a number of

actions set out in the Multi Area Agreement which was signed in September 2009 (Ref 9) and the city region is currently developing proposals for a Local Enterprise Partnership which will shape specific city region activity in line with its defined priorities.

Local Enterprise Partnerships

3.10 The Government signalled their intention to create LEPs in the Budget. They are

designed to help tackle issues including planning and housing, local transport and infrastructure, employment, enterprise transition to a low carbon economy, small business start ups and tourism. The city region has submitted its outline proposals for a LEP and the proposed functions are as follows:

(a) To promote private sector schemes (b) To vet bids for the Regional Growth Fund (see 3.12) (c) Enterprise and business support (d) Asset management (e) Tourism (f) Inward investment (g) Employment and skills

(h) Innovation and science and (i) European funding

3.11 The LEP will be private sector led and a Board established, initially in shadow form, is likely to comprise of local authority leaders, prominent business leaders


and representatives for small business, the third sector and social enterprise. It is proposed that the shadow LEP Board would be directly accountable to the city region and would be supported by the policy platforms of Transport, Employment and Skills, Housing and Planning, Environment and Health, in addition to the private and third sectors.

3.12 The LEP’s will be responsible for bids to the new Regional Growth Fund (Ref 29).

This will operate in the two years from 2011 until 2013, and is designed as short term funding with delivery of projects having to be completed within the year the grant is made. Although this may rule out big transport schemes, there may be smaller scale projects that could be examined and we support the view that transport interventions should fall within the scope of this fund.

The Big Society 3.13 The Prime Minister announced the Big Society initiative in Liverpool on the

19 July It signals the Governments intentions to develop their ‘localism’ agenda, by devolving as much as possible to the local level. The Government have also signalled their intention to examine where shared services can be delivered in ways that save costs and improve efficiency. Liverpool has been selected as a ‘Vanguard’ community to begin to develop ideas to take the Big Society forward, although the role for transport is unclear at this stage.

Funding 3.14 In line with the coalition agreement, the government implemented a programme

to save £6 billion of public spending in the current financial year.

3.15 Nationally, the Regional Funding Allocation (RFA) process, which allows for regional influence over the funding of major transport schemes, has been abolished, through the abolition of regional leaders’ boards and proposed abolition of regional development agencies. Future funding allocations remain unclear. In terms of local transport funding, the impacts of the national reductions means that the Integrated Transport Block (ITB), levels have been reduced by around 25% across all Merseyside authorities in 2010/11, amounting to £8.182 million of savings

3.16 Table 2 shows the budget cuts to the 2010/11 Merseyside Integrated Transport

Block

Table 2: Impact of reduced funding for 2010/11

ITB

(£000s) Planned

Government 25% Cut on Previously Agreed Levels of Funding

(£000’s) 2010/11 32,721 24,539

3.17 In addition to the ITB, reductions have also been made to other grants such as the DfT’s Congestion Fund, the Road Safety Capital Grant and funding to cover aspects of the Principal Road Network. In total these account for a further

reduction in local transport funding of about £1.8m.


3.18 DfT funding for the M53 Bidston Moss Viaduct scheme has been confirmed, as has the funding to support the Edge Lane West scheme in Liverpool and major maintenance work on the Silver Jubilee Bridge in Halton. However a number of DfT’s pre-election announcements on local rail schemes are no longer being supported. Specifically, this includes the “Better Stations” funding announced last year to improve Liverpool Central station. Following this announcement, Merseytravel, in conjunction with stakeholders, is planning to carry out improvements at Liverpool Central over the next few years. This will, however not include the improvements which would have been supported by the Better Stations funding.

3.19 The Budget statement also included a commitment to make:-

“improvements to the rail lines to Sheffield and between Liverpool and Leeds..”

This refers to track improvement works which will reduce rail journey times for passengers between London and Sheffield and between Liverpool, Manchester and Leeds. £31m will be spent on track improvement works.

3.20 Electrification, including Liverpool to Manchester and Huyton to Wigan, is a

separate issue which the Government support but is being reviewed as part of the Spending Review. The Government states that:-

We support rail electrification as it helps to reduce carbon emissions and cut running costs. However, we are in the early stages of the new Government and Ministers are considering the full range of transport policy to ascertain what is affordable.

3.21 The Government's proposed reconsideration of the business cases for public

transport schemes, and in particular the benefits of low carbon proposals of light rail, could benefit Merseytram Line 1. We recently took appropriate steps to preserve our statutory powers to implement Merseytram Line 1 should funding become available, either from Government or alternative sources. We will also continue to preserve the Merseytram Line 1 alignment.

3.22 It is unlikely that clarity will emerge around the level of funding that will be

available for the first years of LTP3 until after the Spending Review on 20 October, but Table 3 below shows a range of working assumptions. There will be an expectation that the private sector will take a greater leadership in many transport projects and that the community and third sectors will also have an increased role.

Table 3: Possible long term funding impacts (annual funding)

Revised base

following, 2010 cuts ITB

Further 25% cut on revised 2010 funding

level

Possible 40% cut on revised 2010 totals

(£000s) (£000s) (£000s)Projected LTP3 Funding 2011/12 24,539 18,404 14,723

Chapter Four Meeting the needs of Merseyside


4.1 The city region has established the vision “To establish our status as a thriving international city region by 2030”. It hopes to realise this vision by developing strategies and plans that deliver the following key objectives

(a) Maximise the potential of the people of Merseyside (b) Develop our cultural offer. (c) Tackle deprivation (d) Maximise connectivity (e) Become a low carbon economy

4.2 The city region is concerned with ensuring the continuing growth and prosperity for the area. As it enters a period of reduced public spending the city region will continue to work together to deliver services more efficiently, to reduce spend and think afresh how to meet our residents’ needs. To this end it wants to build on its achievements to deliver more improvements and has therefore agreed upon priorities that will deliver its Vision. These priorities are:

(a) More and better jobs; (b) Reducing worklessness and improving skills; (c) Healthier, safer communities; and (d) Efficiency

Key projects 4.3 At the current time the city region has identified a number of key projects that it

views as crucial to the success of the city region and achieving its strategic priorities. These are set out in Table 4 below

Table 4: Key city region projects

• 3MG – Multi modal Interchange – Halton

• Next generation access (Superfast broadband)

• Daresbury Science and Innovation and Campus

• Parkside Strategic Rail Freight Interchange

• Kirkby Town Centre • Power from the Mersey (tidal power scheme)

• Knowsley Industrial Park • Royal Liverpool Hospital and associated medical facilities

• Liverpool John Lennon Airport • Mersey Gateway

• Liverpool Waters • Wirral Waters

4.4 These priorities are subject to continuing review, and Merseytravel believe that

Merseytram and other strategic projects such as Liverpool Central and Liverpool Manchester electrification should be added.


Transport as an ‘enabling measure’ 4.5 The city region regards transport as a key ‘enabling measure’ critical to the

success of achieving strategic priorities, along with Digital Connectivity, Environment and Waste and Housing and Spatial Planning.

4.6 Specifically in relation to transport the city region strategy takes the view that;

An efficient transport network is essential to meet the demands of the business community and other key sectors. This includes access to jobs, support to address worklessness and skills and supporting the health agenda and a low carbon economy.

It will be clear from the current list of projects noted in Table 4 that most have a large transport component. We must also bear in mind the potential that high speed broadband and other new technologies could have in reducing the need to travel.

The Multi Area Agreement 4.7 Multi Area Agreements were established by the previous government as the

prime mechanism for supporting sub-regional working on economic issues. MAAs aimed to give local authorities more freedoms from Whitehall in return for pledging a local partnership approach to boosting economic growth and tackling deprivation and financial inequalities. The MAA was formally signed with Government in September 2009. (Ref 9)

4.8 The MAA set out four ‘transformational programmes’ that underpins the

approach to future growth and regeneration. These are:- (a) The development of SuperPort – building on the areas strengths around

the port and logistics. (b) Building a Low Carbon Economy (c) Building a Knowledge Economy (d) Developing the Visitor Economy 4.9 There is an extensive transport element to the MAA, covering accessibility, low

carbon transport and increased capacity. As with the key projects, set out in Table 4, it can be noted that transport has an important role to play in the transformational programmes. Greater details of these and progress in delivery are detailed in the full Technical Report.

Taking account of stakeholder views 4.10 Since Challenges and Opportunities we have continued to examine the best

strategy for transport taking full account of the responses we received to our consultation, earlier in the year. The full report on the consultation process is available as Annexe Ten to the Technical Report


4.11 We received a high level of interest to our first stage of consultation. Encouragingly there was a strong measure of support for our broad approach As a result of this feedback we have made some changes that are reflected in this draft Preferred Strategy.

4.12 Table 5 sets out the most significant and recurring themes and comments

identified in the feedback. Alongside this we indicate the actions we have taken to address the concerns.

Table 5: Summary of responses to feedback on Challenges and Opportunities

Comment Action taken

New mobility culture: The concept was welcomed and there was strong support for a progression to a sustainable, low carbon transport system.

We were particular pleased with the large measure of support for our proposals around the need to think differently in the way we look at sustainable transport in the future.

However, there were a significant number of responses that expressed concern over the ability of the general public to understand the “mobility culture” term and correctly interpret its intended meaning.

We have clarified our meaning for a new mobility culture and the Preferred Strategy builds on this support and the large measure of support received across all stakeholders for our proposals for Sustainable Travel City.

Freight/Logistics: Respondents wished to see a greater emphasis in the plan to take account of the significant contribution (and impact) of the freight and logistics sector.

Support for freight and logistics is a major priority as it supports a number of key priorities for the city region including SuperPort. We strengthened our team with the active engagement of the Liverpool Chamber of Commerce to assist us with this area.

Land use planning: A significant number of consultees emphasised the importance of ensuring land use planning and transport planning were well integrated.

Regular engagement meetings with planning authorities and Government Office North West (GONW) are addressing this issue.

Disadvantaged communities: There was recognition of the need to provide for all communities and address a perceived disparity between the “mobility rich and the mobility poor”.

We have instigated further research to help us ensure we have the right targeted responses to ensure equality of opportunity and reduced health impacts.

Maintenance: There was significant comment on the need to prioritise maintenance and ensure we look after and maximise value from existing assets.

We have developed a targeted approach and Local Authorities and Merseytravel are completing Asset registers to assist with this.

Local centres: Whilst a focus on Liverpool City Centre was accepted, many respondents sought greater emphasis on the challenges and opportunities faced by the diverse characteristics of other centres and outlying areas of the sub-region.

The city centre is clearly vital to the well being of the city region but we recognise that the LTP has to be an inclusive document reflecting all of Merseyside’s needs. This is reaffirmed in the Preferred Strategy.


Comment Action taken

Safety: Requests were made to ensure that road safety was maintained as a central part of the LTP.

Road safety is a critical element of LTP and is reflected strongly in this Preferred Strategy particularly in relation to our health goal.

Bus decline: There was a recurring theme of concern at the continued decline in usage of the local bus network. To address this, a number of respondents requested a re-invigoration of efforts to evaluate and understand the reasons for this trend and how it might be reversed, with a number of references to new powers available to control/influence the market.

Along with concerns to ensure full recognition for freight, the issue of bus services was the most important issue raised during consultation. There are a number of complex issues that underpin the provision of bus services that the Bus Board (Ref 30) are addressing. This draft Preferred Strategy addresses these issues.

Big developments– forecasts: A substantial number of respondents argued strongly that the plan needs to more fully consider the major projects mooted for the area such as Liverpool and Wirral Waters

As the Preferred Strategy recognises these are uncertain times, but our planning takes account of the ambitions centred on possible new developments across Merseyside.

Responses from the wider public consultation:

These also showed considerable support for the approach taken and the issues identified. A strong awareness of the issues that the LTP faces was evident and this informed many specific comments regarding the current network and future proposals. The following broad themes were evident in the responses made

Bus: Considerable concern over the quality, cost and coverage of the network.

See above

Rail: Recognition of positive changes on the Merseyrail network. Concerns over capacity and quality particularly with regard to Northern Rail services.

Merseytravel continue to work with rail partners to seek ways of increasing capacity, and this is reflected in the Preferred Strategy.

Taxis: A request for recognition of the role that taxis can play in smarter journey choices.

Further research has been undertaken and a cross sector working group established to plan future use of taxis.

Engagement: Respondents to the public consultation were keen for community engagement on transport issues to continue and in some instances increase. There was also a request for more feedback on responses to questions and issues raised during consultation exercises.

This Preferred Strategy will be subject to widespread consultation including public meetings The full report on the consultation response is available as Annexe Ten to the Technical Report.

Wider context: There was strong recognition of the role that transport must play in supporting other issues, such as regeneration, access to services and good health.

Working with partners and stakeholders to achieve multiple objectives is a key theme for this Preferred Strategy


The Big Picture – travel in Merseyside

4.13 We have developed a substantial Evidence Base (Ref 31). The box below provides some headline facts

4.14 Travel demand is also heavily focused at particular times of day. The AM peak

(8am to 9am) contains around 0.5 million of the trips in a day, over three times more than an average hour.

(For more details see the Merseyside Evidence Base)

Overview

Around 4 million trips start or end in Merseyside every day.

This translates to around 3 trips per day Merseyside resident.

Our Merseyside roads carry 8.2 billion vehicle kilometres, or around 6,000 kilometres per Merseyside resident per year.

Merseyside residents make 149 million bus trips per annum. That is the equivalent of 110 bus trips per year per resident.

39 million rail trips are made per annum on our local network. That’s 29 train trips a year for each resident

Walking plays a critical role in linking all these trips. Around 25% of all journeys involve walking at some stage.

(Source: Travel in Merseyside, Countywide Household Survey (CWS), LCR Transport Model)

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4.15 Map 1 shows the 10 areas with the biggest concentrations of trips to work and the number of trips made on a normal working day.

Map 1 – Major Employment Locations – Trips to Work

Source: Census travel to work data 2001 © Crown Copyright. All rights reserved Merseyside Information Service 100022195.2010.


4.16 Whilst it is clear the city centre particularly provides a focus for travel, Map 2 shows that across Merseyside in the AM peak, 70% of journeys in Merseyside end outside of the area contained within Queens Drive. This is a period during which 0.5 million trips (12.5% of the daily total) start or finish in Merseyside. The map also illustrates how the commuting market is particularly strongly focused on Liverpool City Centre as a destination where 10% of all commuting trips are focused.

Map 2: Distribution of trips in the AM peak

Source: LCRTM 2008 © Crown Copyright. All rights reserved Merseyside Information Service 100022195.2010. 4.17 The following figures also provide insight into the use of modes by time of day

and the purpose for which journeys are made by time of day by Merseyside residents. These indicate that:

(a) The peak times for car and van traffic are 8am and 5pm, which corresponds

with the peak times for commuting/work trips shown in the second figure. (b) However, the peak time for trips by all modes is 3pm, which corresponds

with school closing time in the afternoon. Walking trips are also highest at this time.


Figure 3: Modal Choice by Time of Day

0%

2%

4%

6%

8%

10%

12%

14%

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Pro

po

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f D

ail

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rip

s

Time of Day (hour)

Other

Walk/Cycle

Bus/Rail

Car/Van Passenger

Car/Van Driver

Source: CWS 2006/08 Figure 4: Purpose of travel by time of day

0%

2%

4%

6%

8%

10%

12%

14%

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

Pro

po

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f D

ail

y T

rip

s

Time of Day (hour)

Other

Shopping/Leisure

Education/School Run

Commuting/Work

Source: CWS 2006/08


4.18 Figure 5 also shows how all trips are distributed by trip distance. This shows that about a third of all trips starting or ending in Merseyside are under a mile, while three quarters are under five miles. Of the latter, just over a third are by car drivers, This therefore shows potential for a shift to more cycling and walking within this distance threshold.

Figure 5: Numbers of trips by distance and mode

0%

5%

10%

15%

20%

25%

30%

35%

40%

Pro

po

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f A

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rip

s

Other

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Walk

Bus

Rail

Car/van (passenger)

Car/van (driver)

Source: CWS 2006/08

Travel and disadvantage 4.19 The scale of disadvantage in Merseyside is shown in the box below;

Disadvantaged Areas

Disadvantaged areas are defined as those Super Output Areas (SOA’s) that are in England’s top 10% worst performing

SOA’s have an average population of 1500 residents. They are predominately used to compare areas of the UK against each other in terms of, for example levels of economic activity, levels of crime and other socio-economic data compared at the local, regional and national levels.

In the top 10% worst performing SOA’s nationally there are 325 on Merseyside. This is 33% of the top 10%

This means a third of the Merseyside population – approximately 462,000 residents are classed as disadvantaged.

Further analysis shows that there are 6 Merseyside SOA’s in the top ten nationally and 39 in the top 100 nationally


4.20 Challenges and Opportunities showed there are considerable disparities in the access that different groups have to transport services. Some of these are of significant concern and imply that certain groups have poorer access to key services and opportunities than others.

4.21 Figure 6 below illustrates the disparity of access to private car transport for those

in disadvantaged areas. We also know, for example, that on average the cost for journeys by public transport can be higher for those that cannot afford to invest in longer period season tickets. More detail on the research being undertaken can be found in Goal Four in the full Technical Report

Figure 6: Disadvantaged areas – Access to Car

25%

45%

25%

4%1% 0%

59%

31%

9%

0% 0% 0%0%

10%

20%

30%

40%

50%

60%

70%

0 1 2 3 4 5

Pro

po

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f p

eo

ple

Number of Cars Available to Household

Rest of MerseysideDisadvantaged Area

Source: CWS 2008

Looking ahead – Forecasting future conditions in Merseyside 4.22 As we have noted, forecasting in the current economic and political climate is

particularly challenging and requires a pragmatic approach. A clear distinction is also made between short and long term forecasts. In this LTP context these are considered to be 2014 and 2024.

Economic and housing projections 4.23 Work undertaken for the Local Development Framework and Regional Spatial

Strategy process, the “SHLAAs” review has identified likely areas and volumes of housing growth (Ref 32). However, since the abolition of RSS, (see paragraph 3.6) there may now be a need for a further review. We were also partners to work undertaken, on behalf of the city region by PION/Cambridge Econometrics (CE) which examined employment prospects for the region (Ref 33). Figure 7 shows the range of employment forecasts generated by that study.


Figure 7: PION/CE Employment Growth

-60

-40

-20

0

20

40

60

80

100

2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025

Em

plo

ym

en

t (

00

0s)

Scenario 4

Scenario 3

Scenario 2

Scenario 1

Baseline

Source: LCR Economics Forecasts Technical Report 4.24 Our testing has been undertaken using Scenarios 1 and 3 as the basis of our

assumptions on employment growth. Scenario 3 was considered prior to recent economic and political events to be the most likely forecast by the city region partners. The current economic circumstances, however, mean this position is no longer certain, and we have also examined the lower growth assumptions contained within Scenario 1. An important consideration at this stage, however, is that all the Pion/CE forecast ranges now look overly optimistic, particularly in relation to the anticipated rate of public sector employment growth. A full explanation of our modelling work is provided in Annexe Nine to the LTP Technical Report

4.25 Scenarios 1 and 3 exclude the impacts of major developments such as Liverpool

and Wirral Waters, at this stage reflecting the city region view that these are longer term developments The timing of the development of these schemes remains uncertain and as we have noted, our approach must be flexible to take account of requirements that may emerge from such proposals as they begin to take shape.

Transport forecasts 4.26 A further understanding of future transport demands is the rate at which car

ownership is forecast to grow. Figure 8 shows two alternative car ownership forecasts taken from TEMpro, the Department for Transport’s primary forecasting tool (Ref 34). The more recent draft (v6.1) forecast shows a slower level of growth, although in all scenarios it is clear that despite the recession considerable growth in car ownership is still anticipated for the medium to longer term.

4.27 This may reflect the continuing fall in the cost of used cars. There is some

evidence to suggest that this fall is making car purchase a viable alternative to many people faced with high public transport costs.


Figure 8: TEMpro Forecasts in Growth in Car Ownership

100

105

110

115

120

125

130

135

140

145

150

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

Ind

ex

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TEMPRO Car Ownership forecasts (Index) V5.4 TEMPRO Car Ownership forecasts (Index) V6.1Tempro Projection from Vehicles Licensed V5.4 Tempro Projection from Vehicles Licensed V6.1Vehicles Licensed Merseyside (Indexed) Linear (Vehicles Licensed Merseyside (Indexed))

Source: Department for Transport

4.28 Figure 9 highlights how the Government now forecasts a period of stagnation in traffic growth until around 2015, driven by revised forecasts of the economic downturn. In contrast the earlier version also shown on the graph forecast a more “business as usual” level of growth, closely in line with previous trends.

Figure 9: TEMpro – Revised Traffic Forecasts

100

105

110

115

120

125

130

135

2001

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

Ind

ex

of

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NTM/Tempro growth projection of traffic levels in Merseyside V5.4NTM/Tempro growth projection of traffic levels in Merseyside V6.1Observed DfT Traffic Levels in Merseyside

Source: Department for Transport


Meeting our Goals

4.29 Taking account of the foregoing we can summarise the key issues we need to take account of to meet our goals.

(a) Goal One – Ensure the transport system supports the priorities of

the Liverpool City Region, the proposed Local Enterprise Partnership and the Local Strategic Partnerships

The provision of an efficient transport system will be critical to helping the

city region achieve its Vision, through the city region strategy and other delivery arrangements that the city region may decide upon. Most recently this has been through the Multi Area Agreement (Ref 9), but is likely to be through the Local Enterprise Partnership, in the future.

At a local level, each Merseyside local authority also has a Local Strategic

Partnership, (LSP) bringing together a wide range of stakeholders to work toward a joint ambition for their area. At the present time, these arrangements are embraced within Local Area Agreements, (LAA’s). There is a major role for transport to play in helping deliver many of the ambitions set out in LAA’s. (These are shown in Annexe One)

Transport must therefore play both a strategic and local role in helping

the wider ambitions and priorities of Merseyside and the city region. (b) Goal Two – Provide and promote a clean and low carbon transport

system A high quality environment is central to the Liverpool City Region vision

of establishing a ‘thriving, international city region’ and critical in creating a region with a resilient economy and improved health and wellbeing. Transport has a crucial role to play in delivering the city region transformational programmes to create a low carbon economy.

Transport, as a significant contributor to a number of the environmental challenges in Merseyside, must take a leading role in delivering the solutions. This strategy sets out how we propose to reduce the negative impacts of transport on the environment and provide a transport system which is clean, less dependent on carbon and which helps us adapt to climate change.

(c) Goal Three – Ensure the transport system promotes and enables

improved health and wellbeing Merseyside has much to do to improve the health and wellbeing of our

people, with persistently poorer physical and mental health in many parts of Merseyside than other areas of the UK. Transport has the potential to both improve and reduce health and health inequalities. Road traffic injuries, poor access to opportunities, worsening air quality, more car


dependency and community severance all create heath problems and act as barriers to achieving our city region ambitions

Conversely good transport and mobility can be an enabler of wellbeing

providing good access to services and green space and the provision of the right conditions for active travel that can address obesity and improve mental health as well as easing traffic levels, reducing carbon emissions and increasing resilience.

We have to reduce the divide between the mobility rich and the mobility

poor and addressing areas of real concern within our more disadvantaged communities, which includes the higher risks to children from road traffic accidents, through promoting health equity. A package of measures can have a measurable impact to help these communities, in tandem with our partners.

(d) Goal Four - Ensure the transport system supports equality of travel

opportunity by ensuring people can connect easily with employment, services and social activities

Transport is essential for the life and economy of Merseyside. It provides

for the efficient movement and access of people and goods across the area. All Merseyside residents must be able to connect easily with the opportunities and services that have an impact on their quality of life and life chances. In some instances we must improve the capacity or efficiency of the network to ensure this happens.

The ability to connect with place of work, education, health, leisure and

other opportunities is often taken for granted by many. However, for those living in our most disadvantaged communities, these opportunities are not always readily available. High levels of worklessness in some communities and poor access to healthcare, education and food shopping have been highlighted as particular issues.

The transport sector must ensure that the transport system promotes

greater equality of opportunity for all citizens with the desired outcome of achieving a fairer society and reduced health inequalities.

(e) Goal Five – Ensure the transport network supports the economic

success of the city region by the efficient movement of people and goods

Safe, efficient and accessible transport systems are the lifeblood of the

local economy, supporting all the wider policies and ambitions of Merseyside, the city region and Local Community Strategies. Congested roads affect goods movement and impose a range of costs on business. Whilst our assessment indicates that our highways are unlikely to suffer high levels of congestion in the short term, there will be localised pinch points that will impact on the efficient movement of freight.


On the rail network, Merseyrail suffers capacity problems at certain times and locations that will impact upon future passenger growth, especially at Liverpool Central Station. On highways, buses require ease of movement particularly at junctions and on the approaches to the city centre. A range of measures will be required to manage demand and ensure efficient movement of people and goods. Current financial conditions suggest that these will have to be lower cost solutions, at least in the short term.

(f) Goal Six – Maintaining our assets to a high standard A well maintained network is essential to support all goals and policies

and to ensure maximum benefit is obtained from the existing highway infrastructure and any improvements made to it. The Highways Act 1980 sets out the legal obligation incumbent on every Highway Authority to maintain the public highway network in a safe and passable condition. Through, the Road Traffic Regulation Act 1978 places a duty on each highway authority to investigate and improve the safety of the highway network

The increase in traffic levels, both in volume and weight, combined with more extreme weather conditions associated with climate change have accelerated the deterioration of the highway network.

It is essential that the highway network is adequately maintained and

accorded sufficient priority for funding over the coming years. The production of Asset management plans will assist in defining priorities by evaluating to what extent an asset provides benefits to users of the network.

We also consider the existing statutory authority for Line 1 of the Merseytram network to be an asset to be maintained and protected. We have recently taken the necessary steps to preserve its statutory authority to implement Line 1 of the proposed Merseytram network, and we support the taking of further steps in this regard as required. We will also continue to preserve the Merseytram Line 1 alignment. We will continue to investigate sources of funding for Merseytram Line 1 such that implementation of the scheme in full can proceed.

The LTP Technical Report contains full details of our plans and

proposals for delivering our Goals

Question 2

Following our spring consultation on LTP3 Challenges and Opportunities we have also renewed our goals and in paragraph 4.29 we explain why these are important. To what extent do you agree or disagree that these goals are our priorities? Please use the accompanying or online questionnaire to answer this question

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4.31 It is probably realistic to say that the challenges may now be greater than the opportunities. As previously noted a number of issues highlighted above, such as the electrification of the Manchester and Preston rail lines are now subject to uncertainty. Aspects of current planning policies may be another area subject to change.

4.32 The likely scale back of public funding will have a major impact on our proposals.

On top of a reduction in capital funding, we have also noted cuts already made to road safety and potential cuts in key areas such as Bus Services Operators Grant (BSOG) and changes to the Concessionary Travel Grant regime.

4.33 Further, it remains to be seen whether sufficient revenue funding will be

available to support some of our key priorities such as TravelWise and WorkWise. 4.34 In developing the third LTP against this uncertain changing backcloth, we do

however need to consider that we are building from a position of strength. Our annual progress report will show that we are largely delivering on the targets we set for LTP2 and in particular on the core targets we set to recognise the important issues for Merseyside (Ref 35).

Question 3

In response to the feedback we received in the spring consultation we have provided an updated view on the challenges and opportunities underscoring our Preferred Strategy (Table 6). To what extent do you agree or disagree with our updated view? Please use the accompanying or online questionnaire to answer this question

Developing the Preferred Strategy 4.35 The emerging Preferred Strategy is presented in Chapter Five. It has been

developed with the aim of delivering our Vision and Goals, taking into account Merseyside’s particular combination of challenges and opportunities.

4.36 Our Vision and Goals recognise that the LTP serves far wider purposes than

transport alone. However, it is through delivering clear transport benefits that we can help ensure wider ambitions are met. The Preferred Strategy is therefore designed as a package of measures which will together deliver the transport outcomes and benefits required to deliver this.

4.37 Part of our Strategy development process therefore involved understanding what

transport outcomes would be required to deliver the Goals and then determining, in light of the range of factors described earlier, what measures would best deliver the best outcomes and benefits. The relationship between these elements is illustrated in Figure 10 and was explored extensively through a series of workshops.


Figure 10: Strategy development process

4.38 The following table shows a summarised version of which transport outcomes

were considered to most directly help to deliver the Goals (although it is recognised that they all contribute in one way or another). Over 60 possible measures were initially examined. Full details are provided in Annexe Nine.

Table 7: Goal and transport outcomes matrix

Transport Outcomes

Go

al 1 LC

R Priorities

Go

al 2 Low

Carbon

Go

al 3 H

ealth & W

ellbeing

Go

al 4 Equality

Go

al 5 Support Econom

y

Go

al 6 M

aintenance

Increase walking/cycling

Increase bus, rail & taxi use

Deliver sustainable car use

Increase safety/security

Maintain infrastructure

Deliver efficient freight movement

Reduce congestion

4.39 This table quickly illustrates how increasing the use of the active modes and

public transport has the potential to contribute towards multiple Goals simultaneously. It also shows how the other outcomes could return multiple benefits. The Preferred Strategy is therefore being developed as a package of measures which will deliver multiple benefits. The Strategy is presented in Chapter Five.

GOALS

POLICY MEASURES

TRANSPORTOUTCOMES


4.40 The effectiveness of the Preferred Strategy has been tested using the Merseyside Strategic Model (Ref 36). This uses the forecast assumptions detailed earlier and allows us to predict the impact of the Preferred Strategy in 2014 and 2024 compared with the scenario where no Preferred Strategy is implemented (i.e. the ‘Do Minimum’ scenario). Key results from this model test are shown in the following tables:

4.41 To make sure the Strategy is sufficiently robust to respond to different economic

conditions, we have tested it against Scenarios 1 and 3 presented in Figure 7, thus reflecting both a cautious and a more buoyant recovery.

4.42 Key results from these model tests are shown in the Tables 8 & 9, with the first

table reflecting Scenario 1 employment forecasts and the second table, Scenario 3.

Table 8: Merseyside Strategic Model – Do Minimum and Preferred Strategy Forecasts (with Scenario 1 Employment Forecast)

Indicator 2008 Change to 2014 Change to 2024

Do Minimum

Preferred Strategy

Do Minimum

Preferred Strategy

Number employed 610,400 3.0% 3.1% 9.9% 10.4%

Car trips to work 397,200 3.9% -3.0% 11.0% 3.7%

Bus trips to work 86,800 0.7% 9.9% 6.4% 18.6%

Rail trips to work 31,000 -0.2% 9.9% 2.7% 15.0%

Walk/Cycle trips to work 95,400 2.4% 6.7% 11.1% 15.1%

Car KM per Day (Millions) 5.817 4.1% -1.7% 9.8% 4.5%

CO2 per Job (tonnes per annum) 0.375 1.1% -4.6% -0.1% -5.3%


Table 9: Merseyside Strategic Model – Do Minimum and Preferred Strategy Forecasts (with Scenario 3 Employment Forecast)

Indicator 2008 Change to 2014 Change to 2024

Do Minimum

Preferred Strategy

Do Minimum

Preferred Strategy

Number employed 610,400 4.9% 5.1% 12.6% 13.2%

Car trips to work 397,200 5.9% -1.0% 13.9% 6.5%

Bus trips to work 86,800 2.3% 11.8% 8.2% 21.1%

Rail trips to work 31,000 1.6% 12.0% 5.4% 18.4%

Walk/Cycle trips to work 95,400 4.3% 8.7% 13.5% 17.6%

Car KM per Day (Millions) 5.817 6.5% 0.7% 13.7% 8.4%

CO2 per Job (tonnes per annum) 0.375 1.5% -4.2% 1.0% -4.3%

4.43 Because we are using a strategic model at this stage, in line with DfT guidance,

we are not placing any particular store in any absolute values in these forecasts. However, we are identifying the size and direction of travel as part of our interpretation of the Preferred Strategy’s performance.

4.44 These show that the preferred strategy provides good performance in meeting

our ‘twin peaks’ of tackling climate change and helping to secure continued economic growth. Whilst it is important to emphasise that the transport sector does not itself generally, directly create jobs, we have shown the prospects of some job growth on the back of our proposals for a low carbon transport system, for example.

4.45 The results of the model testing show that the Preferred Strategy does protect

and even enhance the city region’s economic prospects, and in terms of what transport can directly impact upon such as the right balance in achieving shifts towards sustainable transport modes, and cutting carbon the results show the Preferred Strategy is clearly helping to achieve these aims.

4.46 We will have the advantage of more information relating to certain economic

projections and a more powerful modelling facility at our disposal throughout the autumn with which to further refine our assumptions and the Preferred Strategy.

Chapter Five The Preferred Strategy


5.1 The work we have undertaken since Challenges and Opportunities has allowed us to review and update our conclusions drawn at that stage. Development of the Preferred Strategy has taken account of a large range of factors discussed earlier, including current and projected economic and transport forecasts, city region and government priorities and results from the consultation following Challenges and Opportunities. We will be using the autumn period to further refine our planning and forecasting assumptions and in consultation and discussion with stakeholders arrive at a final Preferred Strategy

5.2 We need to continue our approach of placing transport firmly within the wider

priorities and policies of the Liverpool City Region and seeking common aims and goals with other partners and stakeholders to make the most of the resources we have and maximise the benefits to the people of Merseyside. This is the common thread running through this strategy. In summary our Preferred Strategy is underpinned by three key principles:-

(a) Demonstrate value-for-money, effectiveness and efficiency in a funding

constrained environment. (b) Address multiple objectives with other core policy areas to address common

goals.

(c) Undertake resilient planning to ensure capacity for future development and economic, policy and funding changes.

Question 4

To what extent do you agree or disagree with our view that these three key principles should underpin our Preferred Strategy? (paragraph 5.2) Please use the accompanying or online questionnaire to answer this question

5.3 Within these principles our Preferred Strategy is based on the following: -

(Figures in brackets refer to where the details of our proposals are set out in the Technical Report)

(a) The Policy Focus (i) Ensure maintenance of core assets - maintain and make best

use of existing resources, and plan for a system resilient to changing weather patterns (Goal 6)

(ii) Support growth and carbon reduction - target available

resources to support city region priorities, and plan for a less oil dependent transport system (Goals 2 and 5)

(iii) Safe and inclusive – ensuring equality of travel opportunity,

addressing disadvantage and health inequalities with a continuing commitment to reducing road traffic accidents. (Goals 3 and 4)


(iv) Promote health and well being – focus on the promotion of public transport, and active modes in particular, to increase levels of cycle and walking in order to promote physical and mental health and reduce carbon emissions. (Goals 2 and 3)

Question 5

To what extent do you agree or disagree with the Policy Focus elements of the Preferred Strategy? (paragraph 5.3a) Please use the accompanying or online questionnaire to answer this question

(b) The Delivery Focus (i) Making maximum use of technological improvement - using

Intelligent Transport Systems (See Annexe Five) and smartcards to make existing provision work better and encourage green technology. (Goals 2 and 5)

(ii) Smarter Choices - promote sustainability and support behaviour

change linked to a programme of targeted improvements that improve the attractiveness, safety, and marketability of the walking, cycling and public transport networks, in particular. (Goals 2, 3 and 4)

. (iii) Collaboration and co-operation - working with planners and

developers to improve existing assets and reduce reliance on transport capital solutions

(iv) Address multiple objectives – work with key partners and

stakeholders to assist more innovative and clever use of available resources including pooling and sharing

(v) Maximise funding opportunities - work with the private sector,

operators and other agencies to achieve our ambitions

Points (iii) to (v) cut across all our activities.

Question 6

To what extent do you agree or disagree with the Delivery Focus elements of the Preferred strategy? (paragraph 5.3b) Please use the accompanying or online questionnaire to answer this question


Delivering the Strategy 5.4 We have discussed the funding challenges we face (see 3.14-3.22). It is also

worth reiterating the large numbers of organisations that need to deliver our proposals. Figure 11 summarises this. It also demonstrates the limits to the direct influence that the ITA can have on implementing its LTP without the co-operation of these partners.

Figure 11: Delivery of LTP

Possible future major developments

5.5 In terms of major transport schemes, (currently defined as those costing more

than £5m) Table 10 shows the list of major schemes identified at the start of LTP2. This shows a high level of achievement in delivering major improvements to the local transport network over the past five years.

- Public transport infrastructure - Merseyrail Franchise - Ticketing - Information - Bus - Rail - Freight & Logistics - Taxi - Enforcement - Network Management - Maintenance - Cycle Network - Road Safety - Planning

- Motorways & Trunk Roads - Rail - Community Transport Initiatives - New Infrastructure

Operators

Local AuthoritiesPolice

Highways Agency Network Rail

ITA

LTP

Private SectorCommunity Third Sector

Merseytravel


Table 10: Major schemes

Scheme Delivery Agency Scheme Type Progress

Bidston Moss Viaduct Highways Agency/ Wirral/Merseytravel

Maintenance/ Upgrade

Approved work starts soon

Edge Lane (West) / Eastern Approaches

Liverpool City Council (LCC) Highway On site

Hall Lane Strategic Gateway Liverpool City Council Highway On site Merseytram Line 1 Merseytravel Public Transport Funding being soughtThornton Switch Island Link Sefton Metropolitan Borough

Council (MBC) Highway Provisional Approval – seeking

planning permission Liverpool Central Station Merseytravel Public Transport Initial programme agreedMerseytram Line 2 Merseytravel Public Transport Olive Mount Chord + Capacity Enhancements

Merseytravel/Network Rail Rail Completed

St Helens Central – Junction Rail Link

Merseytravel/Network Rail Rail

Merseytram Line 3 Merseytravel Public Transport Sandhills Lane Link Liverpool City Council Highway Kirkby Headbolt Lane Rail Extension

Merseytravel / Network Rail Rail

Bootle – Aintree – Edge Hill Link Merseytravel/Network Rail Rail Borderlands Electrification Merseytravel/Network Rail/

Cheshire County Council (CC) Rail

Lime Street Gateway English Partnerships/Liverpool Vision/LCC/Merseytravel/ Network Rail

Public Transport Completed

Edge Lane/Eastern Approaches (East & Central)

Liverpool City Council Highway Completed

Liverpool Airport Link Road Peel Holdings Highway Private Access to Port of Liverpool Highways Agency Highway Study ongoing Switch Island Improvements Highways Agency

Highways Agency HighwayHighway

Completed Completed

Tarbock Interchange M62 Jct 6 Highways Agency

Highway Completed

Halton Curve Network Rail Public Transport Mersey Gateway Halton BC Highway Awaiting Spending Review

(A blank entry under the progress column indicates that work is continuing on building a business case or the scheme is under review)

5.6 We reviewed our major schemes in 2008. Clearly we now have very different circumstances. We will also need to take account of how the scale of the potential developments set out as the city region key projects (see Table 4) will influence and impact on existing and future travel patterns within Merseyside and to some extent across parts of the north-west region. They will also be reviewed in the light of the emerging LDF infrastructure plans to ensure their rationale and continuing inclusion within long term infrastructure delivery plans.

5.7 The schemes shown under development in Table 10 will clearly need to be

reviewed in terms of their contribution to city region projects and priorities, and progress on such schemes will be dependent on there being a credible business case, based on forecast demand, scale of funding required and private sector investment.


5.8 Many of these proposals involve our neighbouring authorities. We will continue to discuss with them the best means of jointly progressing these proposals, along with other issues such as cross boundary bus and rail services.

5.9 The success of any new developments depends to a large extent on getting the

planning and infrastructure right. Pedestrian and cycle routes, public transport and vehicular access routes must be carefully designed to ensure that the schemes are sustainable and fully accessible. As these developments begin to come on stream the developer will need to undertake an in-depth analysis for the provision of future transport for access between the development and local communities, across Merseyside and the wider north-west region. We will expect some common principles to be attached to future transport requirements. These will include:-

(a) It is essential that any scheme delivered is sympathetic to the urban design

and provides key walking and cycling routes. At a wider scale the development analysis will need to consider the impact on the surrounding key highway network within neighbouring authorities, the Mersey Tunnels and the Highways Agency’s strategic highway network.

(b) Public transport services serving the development from within Merseyside and neighbouring authorities will need to be examined and proposals developed to address public transport gaps that people will need to access the development. This assessment will need to consider station facilities and waiting areas and additional capacity and frequencies that will be required to ensure that people travel to and from the development in a sustainable manner, consistent with local and national policy.

(c) The strategic freight network is a key supply line to support the local

economy and a major consideration will be the impact of the development on the freight network. It will be necessary to examine the potential impacts on the freight network and also ensure that the servicing requirements for the development are demonstrated within a Facilities Management Plan.

(d) The anticipated scale of major developments is such that major changes

can be expected in the highway and public transport networks. Private sector funding will be sought through the planning process to deliver infrastructure where it is reasonable and directly related to the development. The development will need to ensure that it is consistent with our strategies to address climate change air quality, noise and road safety priorities.

(e) Many of these developments are anticipated to be completed in a number

of phases and over a long time period, well beyond the life of this LTP. It is essential that the developer provides a robust schedule of infrastructure development combined with the development phases and the agreed private sector funding. This will need to be supported with a monitoring


framework that is capable of allowing the delivery of transport interventions to be varied depending on the actual travel volumes, patterns and modes to and from the development compared to those identified in a monitoring framework agreed between the planning authority and the developer.

Question 7

Thinking about future developments in the Merseyside region we set out some principles that we believe need to be attached to any future transport requirements in paragraph 5.9. To what extent do you agree or disagree with the principles we have suggested? Please use the accompanying or online questionnaire to answer this question

The short term implementation plan

5.10 The Preferred Strategy takes a long term view of future transport requirements.

The previous Government had also envisaged a rolling programme of shorter implementation plans that would support the long term strategy. These were envisaged as three year periods, with fixed financial settlements and would have coincided with Local Area Agreements.

5.11 At the present time the Government view on the length of any fixed term

settlement is unclear. We are working on the basis of a four year period running from 2011 to 2014/15; this may be subject to change.

5.12 As noted levels of public funding will be severely curtailed at least in the short

term. We must work with a wide range of partners and stakeholders to address multiple objectives pooling funding and looking at other innovative financial solutions.

5.13 Taking these issues into account we believe in the short term there are a number

of key actions that are vital for the longer term and around which we will be examining particular proposals for the first four years. These are:

(a) Prioritise maintenance programmes – This will meet the priorities of the

city region by ensuring that the network allows the efficient movement of people and goods provides a safe environment for vulnerable members of the community and encourages cycling and walking. It must also be resilient to extreme weather.

(b) Fully integrate the LTP with the Local Development Frameworks and Community Strategies – This will provide a robust planning framework linking transport and future developments in ways that can reduce long distance travel and carbon emissions, improve accessibility and provide a framework for future funding sources.


(c) Expanding the range of public transport services by examining the role of other providers, backed up by a network of neighbourhood based information services – This will have a direct impact in disadvantaged areas, creating greater opportunities to travel, access employment and foster well being.

(d) Begin to implement the next generation of technology – This will improve information systems for all users and the use of smart cards to offer a range of benefits to a wide spectrum of users. This will maintain free flowing networks, increase journey opportunities and integrate a wide range of transport uses.

(e) Work with the Freight Quality Partnership and other parties to

develop and enhance the freight and logistics network - This will strengthen Merseyside’s competitiveness, support SuperPort and access to the Port reduce the impact of freight movement on local communities, promote the use of rail and make a major contribution to reducing carbon outputs.

(f) Implement the low emissions strategy and prepare a

complementary strategy that seeks to reduce reliance on oil. This will reduce carbon emissions, improve air quality and improve health and provide a stimulus to the creation of new technologies in support of the city region Low Carbon Economy.

(g) Ensure effective delivery of capital programmes, Implement a highly

targeted approach to delivery in line with the principles set out within the Preferred Strategy and guided by clear evidence of value for money and effectiveness.

(h) Use TravelWise to increase promotion of sustainable and safe travel and behaviour change - This will reinforce the advantages of change to create a healthier and low carbon Merseyside and create the foundations for the area to join other sustainable and successful cities.

(i) Continue to reduce road traffic accidents through control of

excessive speed on the highway network - This will be achieved by sustaining the high quality enforcement delivered by Merseyside Police in recent years and by the introduction of an extensive network of low speed zones, creating safer roads, encourage more cycling and walking and therefore improve health and well being whilst reducing carbon outputs.

(j) Plan for the long term – Joint robust and practical long term planning

will be essential to ensure we can provide for long term improvements and make the case for their approval, in ways that support the city region.


Question 8

We have developed a number of shorter-term implementation actions to support the Preferred Strategy. To what extent do you agree or disagree with these key actions? (paragraph 5.13) Please use the accompanying or online questionnaire to answer this question

5.14 The Technical Report provides full details of how we anticipate our proposals

providing outputs against our six goals. Table 11 summarises our actions and anticipated outcomes against our goals, whilst Table 12 summarises actions against transport activities. Table 13 summaries our actions in support of disadvantaged communities.

5.15 We ask for your opinions on Tables 11 to 13 through Questions 9 to 11 located

on Page 92.

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

11

66

Tab

le 1

1: S

um

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y o

f ac

tio

ns

to s

up

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rt g

oal

s

(Fig

ures

in b

rack

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sup

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is c

lose

ly li

nked

to

the

wid

er

ambi

tions

of

the

city

reg

ion

In p

artic

ular

sup

port

Sup

erPo

rt a

nd L

ow

Car

bon

Econ

omy.

(G

oal

5)

• En

sure

fut

ure

tran

spor

t re

quire

men

ts a

re r

efle

cted

in a

ll ci

ty r

egio

n st

rate

gic

plan

ning

arr

ange

men

ts.

Ensu

re t

hat

tran

spor

t is

a k

ey c

ompo

nent

of

any

city

reg

ion

Loca

l Ent

erpr

ise

Part

ners

hip

and

that

our

tra

nspo

rt

prio

ritie

s id

entif

ied

in L

TP3

are

who

lly s

uppo

rted

by

the

LEP.

(G

oal

s 3,

4 &

5)

• C

ontin

ue t

o w

ork

with

Gov

ernm

ent

to d

eliv

er t

he M

AA

or

succ

esso

r ar

rang

emen

ts. (

Go

als

2, 3

, 4 &

5)

• C

ontin

ue t

o w

ork

colla

bora

tivel

y w

ith L

SP’s

to

ensu

re t

rans

port

hel

ps

deliv

er t

heir

prio

ritie

s. (

Go

als

3, 4

& 5

) •

Expl

ore

broa

der

and

deep

er e

ngag

emen

t w

ith c

itize

ns a

nd r

epre

sent

atio

n on

vol

unta

ry g

roup

s in

line

with

the

Gov

ernm

ents

Big

Soc

iety

app

roac

h.

• C

ontin

ue t

o de

velo

p jo

int

appr

oach

es t

o en

sure

goo

d la

nd u

se a

nd

tran

spor

t in

tegr

atio

n vi

a th

e LT

P an

d LD

F’s.

(G

oal

s 2,

3 &

4)

• Ex

plor

e w

ith p

artn

ers

fund

ing

stre

ams

to s

uppo

rt o

ur c

omm

on.

• W

orki

ng c

olla

bora

tivel

y is

a lo

ng t

erm

com

mitm

ent.

• M

ovem

ent

tow

ard

Join

t In

vest

men

t Pl

anni

ng a

cros

s th

e po

licy

area

s

Go

al T

wo

– P

rovi

de

and

pro

mo

te a

cle

an a

nd

low

car

bo

n t

ran

spo

rt s

yste

m

Sho

rt-T

erm

Act

ion

sLo

ng

-Ter

m A

ctio

ns

Traf

fic

• C

ontin

ue t

o de

velo

p a

bid

to P

lugg

ed-in

Pla

ces

to f

und

prov

isio

n of

ele

ctric

ch

argi

ng in

fras

truc

ture

(G

oal

s 1

& 5

)

• D

evel

op a

nd im

plem

ent

a st

rate

gy t

o de

liver

the

infr

astr

uctu

re r

equi

red

to

supp

ort

elec

tric

veh

icle

s an

d al

tern

ativ

e fu

els

Mo

dal

Sh

ift

• Th

roug

h Tr

avel

Wis

e in

crea

se s

mar

ter

choi

ces

and

beha

viou

ral c

hang

e pr

ogra

mm

es, p

artic

ular

ly a

roun

d co

mm

utin

g an

d bu

sine

ss t

rave

l

•

Ensu

re in

fras

truc

ture

is in

pla

ce t

o su

ppor

t hi

gher

leve

ls o

f cy

clin

g, w

alki

ng

and

publ

ic t

rans

port

use

(A

ctiv

e Tr

avel

Str

ateg

y, G

oal

s 3

& 4

)

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

1

67

Sho

rt-T

erm

Act

ion

sLo

ng

-Ter

m A

ctio

ns

whi

ch a

re o

ften

sin

gle-

occu

panc

y tr

ips,

edu

catio

n tr

ips

whi

ch c

ontr

ibut

e si

gnifi

cant

ly t

o pe

aks

durin

g am

and

pm

, and

sho

rt t

rips

that

can

shi

ft f

rom

ca

r to

cyc

ling

and

wal

king

(G

oal

3)

• En

sure

goo

d ed

ucat

ion,

mar

ketin

g an

d in

form

atio

n pr

ovis

ion

arou

nd

sust

aina

ble

vehi

cle

choi

ce,

fuel

-eff

icie

nt d

rivin

g te

chni

ques

and

car

sha

re

(Go

als

3, 4

& 5

)

• D

evel

op a

nd im

plem

ent

a st

anda

rdis

ed a

ppro

ach

to t

he m

onito

ring

and

eval

uatio

n of

CO

2 an

d ai

r qu

ality

impa

cts

of s

mar

ter

choi

ces

prog

ram

mes

(G

oal

s 2

& 3

)

Pub

lic T

ran

spo

rt

• C

ontin

ue t

o w

ork

in p

artn

ersh

ip w

ith b

us o

pera

tors

to

deliv

er S

tatu

tory

Q

ualit

y Pa

rtne

rshi

p Sc

hem

es t

o he

lp im

prov

e ve

hicl

e st

anda

rds,

red

uce

repe

titio

n of

ser

vice

s on

rou

tes

and

incr

ease

pat

rona

ge (

Go

als

4 &

5)

• Ex

amin

e us

e of

Mer

seyt

rave

l con

trac

ted

serv

ices

to

supp

ort

tria

ls a

nd u

se o

f al

tern

ativ

e fu

els

and

new

Eur

o st

anda

rd v

ehic

les

(Go

als

4 &

5)

• In

vest

igat

e th

e fe

asib

ility

of

proc

urin

g a

fleet

of

low

em

issi

on b

uses

to

be

mad

e av

aila

ble

for

oper

ator

s us

e on

con

trac

ts (

Go

al 5

)

• In

vest

igat

e th

e us

e of

fle

xibl

e se

rvic

es t

o re

duce

the

num

ber

of p

oorly

use

d or

mar

gina

l bus

es o

n so

me

rout

es (

Go

als

4 &

5)

• In

trod

uce

smar

t tic

ketin

g to

mak

e pu

blic

tra

nspo

rt u

se e

asie

r an

d m

ore

conv

enie

nt (

Go

als

4 &

5)

• In

trod

uce

smar

t tic

ketin

g to

mak

e pu

blic

tra

nspo

rt u

se e

asie

r an

d m

ore

conv

enie

nt (

Go

als

4 &

5)

• Su

bjec

t to

fea

sibi

lity

stud

ies,

exp

and

the

Mer

seyt

rave

l dep

artu

re c

harg

e sy

stem

at

bus

stat

ions

to

prom

ote

low

em

issi

ons

vehi

cles

by

inco

rpor

atin

g di

ffer

entia

l cha

rgin

g of

veh

icle

s

• En

cour

age

Mer

seyr

ail E

lect

rics

to d

ecar

boni

se t

heir

ener

gy s

uppl

y to

mak

e th

e ra

il ne

twor

k ca

rbon

neu

tral

(G

oal

5)

• C

ontin

ue t

o pr

omot

e pu

blic

tra

nspo

rt a

s a

sust

aina

ble

mod

e an

d as

par

t of

m

ulti

mod

al jo

urne

ys (

Go

als

3, 4

& 5

)

• C

ontin

ue t

o in

vest

igat

e so

urce

s of

fun

ding

for

Mer

seyt

ram

Lin

e 1,

pre

serv

e th

e st

atut

ory

pow

ers

and

prot

ect

the

alig

nmen

t (G

oal

s 1,

4 &

5)

Flee

t V

ehic

les

• W

ork

with

bus

, tax

i and

fre

ight

fle

et o

pera

tors

to

prom

ote

best

pra

ctic

e an

d im

prov

e en

viro

nmen

tal p

erfo

rman

ce (

Go

al 5

)

•

Subj

ect

to le

gal a

dvic

e pr

oduc

e a

fram

ewor

k w

here

by f

unds

fro

m

deve

lope

r of

fset

con

trib

utio

ns w

ill b

e us

ed t

o fu

nd lo

w e

mis

sion

in

fras

truc

ture

and

veh

icle

s (G

oal

s 4

& 5

)

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

11

68

Sho

rt-T

erm

Act

ion

s Lo

ng

-Ter

m A

ctio

ns

Frei

gh

t •

Wor

k th

roug

h th

e Fr

eigh

t Q

ualit

y Pa

rtne

rshi

p to

pro

mot

e be

st p

ract

ice

and

impr

ove

envi

ronm

enta

l per

form

ance

(G

oal

5 &

Fre

igh

t St

rate

gy)

•

Enco

urag

e pu

blic

bod

ies

to d

evel

op p

rocu

rem

ent

polic

ies

whi

ch s

uppo

rt

the

upta

ke o

f lo

w e

mis

sion

veh

icle

s an

d fu

els

in t

heir

supp

ly c

hain

•

Esta

blis

h a

dem

onst

ratio

n pr

ojec

t to

tes

t th

e fe

asib

ility

of

alte

rnat

ivel

y-fu

elle

d ta

xis

• Ex

plor

e th

e fe

asib

ility

of

alte

rnat

ive

finan

cing

arr

ange

men

ts t

o im

prov

e th

e en

viro

nmen

tal p

erfo

rman

ce o

f bu

s, t

axi a

nd f

reig

ht f

leet

s (G

oal

5)

• C

onsi

der

the

feas

ibili

ty o

f co

nsol

idat

ion

cent

res

tran

sfer

ring

good

s to

low

em

issi

on v

ehic

les

(Fre

igh

t St

rate

gy)

•

Inve

stig

ate

use

of a

ltern

ativ

e fu

els

for

the

frei

ght

sect

or (

Frei

gh

t St

rate

gy)

Lan

d-u

se P

lan

nin

g

• C

ontin

ue t

o en

gage

with

pla

nner

s to

con

side

r su

stai

nabl

e tr

ansp

ort

and

desi

gn in

clud

ing

the

gree

ning

of

rout

es t

o m

ake

them

mor

e at

trac

tive

(Go

als

3, 4

& 5

)

• En

cour

age

grea

ter

enfo

rcem

ent

of e

xist

ing

sust

aina

ble

tran

spor

t co

mm

itmen

ts m

ade

by d

evel

oper

s (G

oal

s 4

& 5

)

• In

clud

e L

ow E

mis

sion

Str

ateg

y (L

ES) p

rinci

ples

with

in p

lann

ing

docu

men

tatio

n

Net

wo

rk M

ain

ten

ance

& M

anag

emen

t •

Ensu

re t

hat

all n

ew t

rans

port

pro

ject

s ta

ke a

ccou

nt o

f fu

ture

clim

atic

co

nditi

ons

and

are

plan

ned

acco

rdin

gly

(Go

al 6

)

• Pr

oduc

e Tr

ansp

ort

Ass

et M

anag

emen

t Pl

ans

whi

ch g

ive

due

cons

ider

atio

n to

the

eff

ects

of

clim

ate

chan

ge (

Go

al 6

) •

Ensu

re t

hat

all n

ew t

rans

port

pro

ject

s ar

e co

nstr

ucte

d to

hig

h en

viro

nmen

tal s

tand

ards

and

, whe

re a

pplic

able

, are

sub

ject

to

exte

rnal

as

sess

men

t •

Ensu

re e

ffec

tive

join

ed u

p w

orki

ng a

rran

gem

ents

bet

wee

n tr

ansp

ort

and

heal

th s

ecto

rs a

long

with

oth

er k

ey d

eliv

ery

agen

ts, a

nd p

rogr

amm

es s

uch

as t

he G

reen

Infr

astr

uctu

re p

rogr

amm

e. (

Go

al 3

) •

Ensu

re f

undi

ng s

ourc

es a

re e

ffec

tivel

y po

oled

• En

sure

all

key

deci

sion

mak

ers

reco

gnis

e th

e ad

vant

ages

in a

pro

cyc

ling

and

wal

king

Act

ive

Trav

el S

trat

egy.

As

part

of

the

revi

sed

Act

ive

Trav

el

Stra

tegy

we

will

a c

lear

cyc

le n

etw

ork

plan

so

that

all

depa

rtm

ents

and

pa

rtne

rs o

rgan

isat

ions

can

ass

ist

with

net

wor

k im

plem

enta

tion

• W

ork

with

par

tner

s to

ens

ure

that

the

tra

nspo

rt s

yste

m is

abl

e to

ope

rate

ef

ficie

ntly

in a

fut

ure

whi

ch m

ay s

ee li

mite

d oi

l sup

plie

s an

d di

ffer

ent

clim

atic

con

ditio

ns (

Go

al 6

) •

Ensu

re t

hat

tran

spor

t co

ntrib

utes

to

the

deliv

ery

of t

he L

iver

pool

Gre

en

Infr

astr

uctu

re S

trat

egy

• C

onsi

der

the

optio

ns a

vaila

ble

to r

educ

e no

ise

leve

ls f

rom

tra

nspo

rt a

nd,

whe

re f

inan

ces

allo

w, i

mpl

emen

t m

easu

res

in p

riorit

y ar

eas

whe

re n

oise

le

vels

exc

eed

reco

mm

ende

d th

resh

olds

• Pr

ovis

ion

for

cycl

ing

and

wal

king

is e

mbe

dded

as

an e

ssen

tial r

equi

rem

ent

(Go

als

2 &

4)

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

1

69

Go

al T

hre

e –

Ensu

re t

he

tran

spo

rt s

yste

m p

rom

ote

s an

d e

nab

les

imp

rove

d h

ealt

h a

nd

wel

l bei

ng

Sho

rt-T

erm

Act

ion

sLo

ng

er-T

erm

Act

ion

s•

Mak

e th

e ca

se f

or in

crea

sed

leve

ls o

f sp

endi

ng f

or c

yclin

g an

d w

alki

ng

(Go

als

2, 4

, 5 &

6)

• Ex

tend

the

net

wor

k of

low

spe

ed z

ones

acr

oss

Mer

seys

ide

incl

udin

g ap

prop

riate

20m

ph z

ones

(G

oal

s 2

& 4

)

• Se

ek t

o en

sure

spe

ndin

g on

roa

d sa

fety

is a

t th

e eq

uiva

lent

of

2010

leve

ls

(Go

al 4

)

• In

crea

se le

vels

of

bus/

cycl

e in

tegr

atio

n (G

oal

s 2

& 4

)

• En

sure

pol

ice

part

ners

hip

with

in r

oad

safe

ty is

mai

ntai

ned

at L

TP2

leve

ls

(Go

al 4

)

• C

ompl

ete

the

com

preh

ensi

ve M

erse

ysid

e cy

cle

netw

ork

(Go

als

2 &

4)

• Ex

amin

e th

e po

tent

ial f

or a

ll m

ajor

dev

elop

men

t pr

opos

als

to b

e su

bjec

t to

a

tran

spor

t/he

alth

impa

ct a

s pa

rt o

f th

e tr

ansp

ort

SPD

(G

oal

s 2

& 4

)

• In

crea

se n

etw

ork

of c

ycle

and

wal

k ro

utes

, bas

ed o

n pr

ogra

mm

es

iden

tifie

d in

the

Act

ive

Trav

el S

trat

egy

(Go

als

2, 4

, & 5

)

• Ex

pand

cyc

le a

nd r

ail i

nteg

ratio

n in

clud

ing

the

prov

isio

n of

cyc

le p

arki

ng

faci

litie

s at

rai

l sta

tions

, car

riage

of

cycl

es o

n tr

ains

and

cyc

le h

ire f

acili

ties

with

in t

he C

ity C

entr

e an

d ot

her

key

loca

tions

(G

oal

s 2,

4, &

5)

• A

s pa

rt o

f pl

anni

ng c

ondi

tions

con

tinue

to

pro

vide

cyc

le p

arki

ng a

t pu

blic

bu

ildin

gs a

nd o

ther

trip

des

tinat

ions

, and

exa

min

e fu

ndin

g st

ream

s fo

r ot

her

enha

ncem

ents

• C

ompl

ete

a pr

ogra

mm

e of

ped

estr

ian

audi

ts a

cros

s di

stric

ts

• Ex

amin

e fu

ndin

g st

ream

s to

o D

eliv

er c

hild

ped

estr

ian

trai

ning

o

Con

tinue

Bik

eabi

lity

cycl

ist

trai

ning

pro

gram

me,

in c

onju

nctio

n w

ith

Cyc

ling

Engl

and,

to

all p

rimar

y sc

hool

chi

ldre

n

o

Del

iver

cyc

list

trai

ning

to

othe

r sc

hool

child

ren,

stu

dent

s an

d ad

ults

o

Del

iver

cyc

le m

aint

enan

ce t

rain

ing

to a

nyon

e w

ho w

ould

ben

efit

from

it

o

Impl

emen

t a

free

or

low

cos

t cy

cle

prov

isio

n sc

hem

e us

ing

low

-cos

t or

re

cycl

ed c

ycle

s

• In

crea

se T

rave

lWis

e sm

arte

r ch

oice

s an

d be

havi

oura

l cha

nge

prog

ram

mes

, pa

rtic

ular

ly a

roun

d w

alki

ng a

nd c

yclin

g (G

oal

s 2

& 4

)

• A

ll ac

tions

are

gov

erne

d by

the

nee

d to

mee

t th

e Eq

ualit

ies

legi

slat

ion

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

11

70

Sho

rt-T

erm

Act

ion

s Lo

ng

er-T

erm

Act

ion

s

• Bu

ild a

ext

ensi

ve e

xper

ienc

e of

join

t w

orki

ng w

ith t

he h

ealth

sec

tor

to

deliv

er s

hare

d ob

ject

ives

aro

und

Act

ive

Trav

el (G

oals

2 &

5)

• W

ork

with

hea

lth s

ecto

r on

dec

ade

of H

ealth

and

Wel

l Bei

ng (G

oals

2 &

5)

G

oal

Fo

ur

– En

sure

th

e tr

ansp

ort

sys

tem

su

pp

ort

s eq

ual

ity

of

trav

el o

pp

ort

un

ity

by

ensu

rin

g p

eop

le c

an c

on

nec

t ea

sily

wit

h e

mp

loym

ent,

ser

vice

s an

d s

oci

al a

ctiv

itie

s

Sho

rt-T

erm

Act

ion

s Lo

ng

er-T

erm

Act

ion

s Jo

int

wo

rkin

g t

o a

dd

ress

co

mm

on

ob

ject

ives

•

Con

tinue

to

inte

grat

e ac

cess

ibili

ty w

ith L

ocal

Str

ateg

ic P

artn

ersh

ips

to

ensu

re t

rans

port

hel

ps t

o de

liver

the

ir pr

iorit

ies

(Go

al 1

)

•

Shar

e se

rvic

es w

ith p

rovi

ders

in o

ther

sec

tors

to

max

imis

e re

sour

ces

and

redu

ce in

effic

ienc

ies

• En

sure

the

del

iver

y of

the

Ask

s in

the

MA

A t

o cr

eate

the

con

ditio

ns f

or a

sh

ared

app

roac

h to

impr

ovin

g ac

cess

ibili

ty

(Go

als

1 &

5)

• In

tegr

ate

tran

spor

t an

d la

nd u

se p

lann

ing,

whi

ch w

ill h

ave

a si

gnifi

cant

ef

fect

on

impr

ovin

g ac

cess

ibili

ty. W

e w

ill a

dopt

the

out

com

es o

f th

e Li

verp

ool T

rans

port

and

Lan

d U

se S

tudy

to

supp

ort

our

wor

k in

thi

s ar

ea

(Go

als

2, 3

& 5

)

• C

ontin

ue t

o de

velo

p jo

int

appr

oach

es t

o en

sure

tha

t tr

ansp

ort

help

s to

de

liver

the

prio

ritie

s of

the

City

Reg

ion

Chi

ld a

nd F

amily

Pov

erty

Fra

mew

ork

(Go

al 1

)

Acc

ess

to e

mp

loym

ent

• In

tegr

ate

impr

oved

acc

essi

bilit

y in

to t

he C

ity E

mpl

oym

ent

Stra

tegy

. In

pa

rtic

ular

the

tar

gete

d ac

tion

plan

s fo

r di

sadv

anta

ged

area

s to

det

erm

ine

wha

t im

prov

emen

ts a

re n

eede

d (G

oal

1)

• C

ontin

ue e

ffor

ts t

o se

cure

fun

ding

for

Let

’s G

et M

ovin

g to

ass

ist

wor

kles

s re

side

nts

to o

verc

ome

tran

spor

t ba

rrie

rs t

o em

ploy

men

t th

roug

h pr

ogra

mm

es s

uch

as W

orkW

ise

• Ex

amin

e fu

ndin

g re

gim

es t

o pr

ovid

e fr

ee c

ycle

s to

tho

se in

dis

adva

ntag

ed

area

s w

ho n

eed

them

mos

t (G

oal

3)

• A

ctio

ns in

sup

port

of

this

goa

l req

uire

a lo

ng t

erm

com

mitm

ent

from

all

part

ners

to

wor

k co

llabo

rativ

ely

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

1

71

Sho

rt-T

erm

Act

ion

s Lo

ng

er-T

erm

Act

ion

s A

cces

s to

ed

uca

tio

n

• Pr

omot

e, a

t al

l tim

es t

he u

se o

f w

alki

ng, c

yclin

g an

d pu

blic

tra

nspo

rt f

or

educ

atio

n jo

urne

ys t

hrou

gh a

coo

rdin

ated

Sch

ool T

rave

l Pro

gram

me

(Go

als

3 &

5)

• Ex

amin

e po

oled

res

ourc

es w

ith e

duca

tion

sect

or p

rovi

ders

to

assi

st w

ith

trav

el c

osts

to

scho

ols

for

thos

e on

low

inco

mes

.

• C

ondu

ct a

cyc

le a

udit

of a

ll sc

hool

s vi

ew a

vie

w t

o in

stal

ling

cycl

ing

faci

litie

s at

all

scho

ol s

ites.

• D

evel

op a

pro

gram

me

of jo

ints

act

ions

for

impr

ovin

g ac

cess

to

educ

atio

n in

lin

e w

ith t

he a

gree

d Sc

hool

Tra

nspo

rt P

olic

y

Acc

ess

to h

ealt

hca

re

• A

t al

l tim

es p

rom

ote

the

heal

th b

enef

its o

f w

alki

ng a

nd c

yclin

g.

(Go

als

2, 3

& 5

) •

Wor

k w

ith a

ll he

alth

tra

nspo

rt s

ervi

ce p

rovi

ders

to

shar

e re

sour

ces

and

to

com

mis

sion

ser

vice

s (G

oal

3)

• Pr

omot

e su

stai

nabl

e ac

cess

to

food

sho

ppin

g th

roug

h w

alki

ng a

nd c

yclin

g fo

r lo

cal t

rips

(Go

al 3

)

•

Look

to

secu

re m

uch

grea

ter

com

mis

sion

ing

of jo

int

serv

ices

to

impr

ove

acce

ss t

o he

alth

care

and

hea

lthy

food

cho

ices

thr

ough

the

mos

t su

stai

nabl

e fo

rms

of t

rans

port

(G

oal

s 1

& 3

)

Fare

s, in

form

atio

n a

nd

tic

keti

ng

•

Revi

ew t

he r

ange

and

ava

ilabi

lity

of m

ulti-

oper

ator

pre

-pai

d tic

kets

in li

ne

with

Mer

seyt

rave

l’s e

mer

ging

tic

ketin

g st

rate

gy (

Go

al 5

) •

Exam

ine

enha

nced

info

rmat

ion

prov

isio

n at

a n

eigh

bour

hood

leve

l and

ex

plor

e fu

ndin

g fo

r t

he c

reat

ion

of a

Mer

seys

ide

wid

e Tr

avel

Tra

inin

g in

itiat

ive

• D

evel

op a

ran

ge o

f af

ford

able

tic

ketin

g op

port

uniti

es t

o as

sist

low

inco

me

hous

ehol

ds (

Go

al 3

) •

Dev

elop

and

sec

ure

long

ter

m M

erse

ysid

e w

ide

trav

el t

rain

ing

prog

ram

me

coor

dina

ted

thro

ugh

Lets

Get

Mov

ing

Taxi

s an

d c

om

mu

nit

y tr

ansp

ort

•

Exam

ine

the

pote

ntia

l for

an

expa

nded

rol

e fo

r th

e ta

xi s

ecto

r to

hel

p de

liver

acc

ess

impr

ovem

ents

. (G

oal

s 2

& 5

) •

Dev

elop

a T

axi Q

ualit

y Pa

rtne

rshi

p fo

r M

erse

ysid

e (G

oal

s 2

& 5

) •

Exam

ine

an e

xpan

ded

role

for

com

mun

ity a

nd t

hird

sec

tor

orga

nisa

tions

to

addr

ess

issu

es a

t a

loca

l com

mun

ity le

vel a

nd m

ake

a po

sitiv

e co

ntrib

utio

n to

the

Big

Soc

iety

• In

vest

igat

e th

e fe

asib

ility

of

a si

ngle

tax

i lic

ensi

ng a

utho

rity

for

Mer

seys

ide

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

11

72

Sho

rt-T

erm

Act

ion

s Lo

ng

er-T

erm

Act

ion

s Pu

blic

tra

nsp

ort

•

Exam

ine

the

use

of b

udge

t to

fun

d ot

her

solu

tions

for

impr

ovin

g ac

cess

for

ex

ampl

e N

eigh

bour

hood

Tra

vel T

eam

s (G

oal

5)

• Ex

amin

e rin

g fe

ncin

g a

ny e

ffic

ienc

y sa

ving

s in

to f

undi

ng o

ther

acc

essi

bilit

y im

prov

emen

ts

• Sh

are

serv

ices

with

pro

vide

rs in

oth

er s

ecto

rs t

o m

axim

ise

reso

urce

s an

d re

duce

inef

ficie

ncie

s

Go

al F

ive

– En

sure

th

e tr

ansp

ort

sys

tem

su

pp

ort

s th

e ec

on

om

ic s

ucc

ess

of

the

city

reg

ion

by

the

effi

cien

t m

ove

men

t o

f p

eop

le a

nd

go

od

s (S

ee T

able

12

for

mor

e de

tails

) G

oal

Six

– M

ain

tain

ou

r as

sets

to

a h

igh

sta

nd

ard

Sho

rt-T

erm

Act

ion

s Lo

ng

er-T

erm

Act

ion

s C

om

ple

te A

sset

Man

agem

ent

Reg

iste

r •

Com

plet

e H

AM

P/TA

MP

incl

udin

g co

nsid

erat

ion

of c

limat

e ch

ange

and

ex

trem

e w

eath

er c

ondi

tions

(G

oal

s 1,

2, 3

, 4, &

5)

Pro

du

ce e

ffec

tive

ass

et m

anag

emen

t p

rog

ram

me

• Re

view

net

wor

k fo

r st

rate

gic

prio

ritie

s

• Id

entif

y sy

nerg

ies

with

oth

er p

olic

y ar

eas

(Go

als

1, 2

, 3, 4

, & 5

) •

Mer

seyt

ram

Lin

e 1

- Ta

ke a

ny f

urth

er s

teps

nec

essa

ry t

o pr

eser

ve t

he

stat

utor

y po

wer

s fo

r M

erse

ytra

m L

ine

1, a

nd p

rote

ct t

he a

lignm

ent

(G

oal

s 1,

2 &

5)

• Li

nk m

aint

enan

ce p

lann

ing

to p

lann

ing

of h

ighw

ays

netw

ork

impr

ovem

ents

•

Impl

emen

t ne

w m

etho

ds o

f ca

lcul

atin

g co

sts

and

bene

fits

• En

sure

all

new

tra

nspo

rt p

roje

cts

are

plan

ned

taki

ng a

ccou

nt o

f cl

imat

e ch

ange

and

pos

sibl

e ch

ange

s in

oil

supp

ly

• In

clud

e en

viro

nmen

tal c

onsi

dera

tions

in p

lann

ing

mai

nten

ance

sch

emes

, for

ex

ampl

e, w

ith r

efer

ence

to

nois

e •

Ens

ure

the

deliv

ery

of L

iver

pool

’s G

reen

Str

ateg

y is

ful

ly in

clud

ed in

m

aint

enan

ce p

lann

ing

(Go

als

1, 2

, 3, 4

& 5

)

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

73

Tab

le 1

2: S

um

mar

y o

f ac

tio

ns

to s

up

po

rt t

ran

spo

rt a

ctiv

itie

s

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

BUS

Targ

eted

pro

gram

me

of c

apita

l in

fras

truc

ture

wor

ks f

ocus

ed o

n ci

ty

cent

re, i

ts a

ppro

ache

s an

d ke

y SQ

P Sc

hem

e co

rrid

ors.

The

pro

gram

me

to

prov

ide

enha

nced

cyc

ling

and

wal

king

fa

cilit

ies

whe

neve

r po

ssib

le.

1, 2

, 3, 4

, 5

Shor

t Te

rm

- Mor

e re

liabl

e jo

urne

y tim

es

- Hel

ps e

nsur

e su

cces

s an

d vi

talit

y of

the

city

ce

ntre

- R

educ

tions

in c

onge

stio

n, c

arbo

n em

issi

ons

and

impr

ovem

ents

in a

ir qu

ality

. Re

duci

ng

emis

sion

s. Im

prov

ed h

ealth

.

Del

iver

y of

Sta

tuto

ry Q

ualit

y Pa

rtne

rshi

p sc

hem

e ag

reem

ents

in c

o-op

erat

ion

with

bu

s op

erat

ors

and

high

way

aut

horit

ies

to

deliv

er m

easu

res

to s

uppo

rt im

prov

ed b

us

jour

neys

in c

onju

nctio

n w

ith m

arke

ting

cam

paig

ns.

(See

Goa

l 4 in

the

Tec

hnic

al

Repo

rt f

or m

ore

deta

ils r

elat

ing

to S

QP’

s)

2, 3

, 4, 5

Shor

t/Lo

ng

Term

- M

ore

relia

ble

jour

ney

times

- Shi

ft f

rom

priv

ate

to p

ublic

tra

nspo

rt

- Red

uctio

ns in

con

gest

ion,

car

bon

emis

sion

s an

d im

prov

emen

ts in

air

qual

ity r

educ

ing

emis

sion

s.

Impr

oved

hea

lth

Re

view

eff

ectiv

enes

s of

Qua

lity

Con

trac

ts

in o

ther

are

as (S

ee a

bove

),

Long

Ter

m

- Ret

ain

as p

oten

tial i

nter

vent

ion

if SQ

PS’s

do

not

deliv

er s

igni

fican

t pa

ssen

ger

bene

fits

Impr

ove

envi

ronm

enta

l eff

icie

ncy

of t

he

bus

netw

ork

such

as

thro

ugh

alte

rnat

ive

fuel

and

tec

hnol

ogy

tria

ls

1, 2

, 3Sh

ort/

Long

Te

rm

- Add

ress

es m

ultip

le o

bjec

tives

- Red

uctio

n in

car

bon

and

atm

osph

eric

pol

lutio

n,

espe

cial

ly w

ithin

Air

Qua

lity

Man

agem

ent

Are

as

- Im

prov

ed h

ealth

out

com

es

- Sup

port

s th

e Lo

w C

arbo

n Ec

onom

y Ex

pand

the

Mer

seyt

rave

l dep

artu

re c

harg

e sy

stem

at

bus

stat

ions

to

prom

ote

low

em

issi

ons

vehi

cles

by

inco

rpor

atin

g di

ffer

entia

l cha

rgin

g of

veh

icle

s

2Sh

ort

Term

- Inc

entiv

ise

use

of lo

w e

mis

sion

veh

icle

s, le

adin

g to

impr

oved

air

qual

ity a

nd r

educ

ed c

arbo

n em

issi

ons

Inve

stig

ate

the

feas

ibili

ty o

f pr

ocur

ing

a fle

et o

f lo

w e

mis

sion

bus

es t

o b

e m

ade

avai

labl

e fo

r op

erat

ors

use

on

cont

ract

s

2 Lo

ng T

erm

- I

ncen

tivis

e us

e of

low

em

issi

on v

ehic

les,

lead

ing

to im

prov

ed a

ir qu

ality

and

red

uced

car

bon

emis

sion

s

- Sup

port

s Lo

w C

arbo

n Ec

onom

y

74

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

BUS

Inve

stig

ate

the

use

of f

lexi

ble

serv

ices

to

red

uce

the

num

ber

of p

oorly

use

d or

mar

gina

l bus

es o

n so

me

rout

es (s

ee

also

pro

posa

ls f

or in

crea

sed

use

of t

axi

serv

ices

)

2, 4

, 5

Long

Ter

m

- Im

prov

e ef

ficie

ncy

of n

etw

ork,

res

ultin

g in

im

prov

ed a

ir qu

ality

and

red

uced

car

bon

emis

sion

s

- Ens

ure

valu

e fo

r m

oney

and

max

imis

e re

sour

ces

RAIL

Cap

acity

impr

ovem

ents

at

Live

rpoo

l C

entr

al s

tatio

n 1,

2, 4

, 5Sh

ort

&

Long

Ter

m

- Im

prov

ed s

afet

y at

the

sta

tion

- Hel

ps e

nsur

e su

cces

s an

d vi

talit

y of

city

cen

tre

- Add

ition

al c

apac

ity, t

o su

ppor

t ro

le o

f th

e st

atio

n as

the

mai

n ci

ty c

entr

e ra

il in

terc

hang

e - E

ncou

rage

pub

lic t

rans

port

acc

ess

to t

he c

ity

cent

re r

educ

ing

cong

estio

n, c

arbo

n em

issi

ons

and

impr

ovin

g ai

r qu

ality

. - S

uppo

rts

the

Vis

itor

Econ

omy

Ta

rget

ed a

cces

s an

d in

fras

truc

ture

up

grad

es a

t ke

y ra

ilway

sta

tions

incl

udin

g cy

cle

park

ing

faci

litie

s to

enc

oura

ge m

ulti-

mod

al jo

urne

ys (s

ee a

lso

Park

and

Rid

e pr

opos

als)

2, 3

, 4, 5

Shor

t Te

rm- I

mpr

oves

acc

essi

bilit

y, t

rave

l opp

ortu

nity

and

he

alth

- Im

prov

e co

nven

ienc

e an

d sa

fety

of

the

rail

netw

ork

- Red

uces

car

bon

emis

sion

s - S

uppo

rt a

ttra

ctiv

enes

s of

exi

stin

g st

atio

ns a

nd

supp

ort

high

leve

ls o

f ra

il pa

tron

age,

esp

ecia

lly

into

the

city

cen

tre

at p

eak

times

C

apac

ity im

prov

emen

ts o

n lo

cal r

ail

serv

ices

, esp

ecia

lly a

t pe

ak h

ours

. Exa

min

e in

tan

dem

with

Nor

ther

n PT

E’s,

opt

ions

for

ne

w

rolli

ng s

tock

pro

cure

men

t

1, 2

, 4, 5

Shor

t Te

rm- I

mpr

oved

opp

ortu

nity

to

trav

el a

nd g

reat

er

acce

ss t

o op

port

uniti

es

- Enc

oura

ges

shift

fro

m c

ar t

o ra

il w

ith a

ssoc

iate

d be

nefit

s in

ter

ms

of c

onge

stio

n, a

ir qu

ality

, ca

rbon

em

issi

ons

etc.

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

75

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

RAIL

Live

rpoo

l – M

anch

este

r el

ectr

ifica

tion

(nat

iona

l sch

eme)

N

ewto

n-le

-Will

ows

park

& r

ide

1, 2

, 4, 5

1, 2

, 4, 5

Dep

ende

nt

on

Gov

ernm

ent

Dec

isio

n Lo

ng T

erm

- Enc

oura

ges

econ

omic

gro

wth

in t

he c

ity r

egio

n

- Add

ition

al c

apac

ity o

n ke

y in

ter

city

rai

l lin

e - J

ourn

ey t

ime

impr

ovem

ents

, to

mak

e ra

il a

mor

e co

mpe

titiv

e m

ode

than

the

priv

ate

car

- Add

ition

al c

apac

ity t

o ac

com

mod

ate

new

rai

l pa

ssen

gers

. A

ir qu

ality

impr

ovem

ents

and

re

duce

d ca

rbon

em

issi

ons

- Sup

port

s th

e V

isito

r Ec

onom

y

Enco

urag

e M

erse

yrai

l Ele

ctric

s to

de

carb

onis

e th

eir

ener

gy s

uppl

y to

mak

e th

e ra

il ne

twor

k ca

rbon

neu

tral

1, 2

, 5Sh

ort

Term

- Red

uced

car

bon

emis

sion

s

- Sup

port

s th

e Lo

w C

arbo

n Ec

onom

y

Con

tinue

to

exam

ine

case

for

exp

ansi

on o

f M

erse

yrai

l thr

ough

pos

sibl

e sc

hem

es s

uch

as B

ursc

ough

Cur

ves

rein

stat

emen

t or

a

link

to S

kelm

ersd

ale.

(see

als

o Ta

ble

10)

1, 2

, 3, 4

, 5

Shor

t/Lo

ng

Term

- I

mpr

oved

tra

vel o

ppor

tuni

ty a

nd a

cces

s to

op

port

uniti

es

- Enc

oura

ges

shift

fro

m c

ar t

o ra

il w

ith a

ssoc

iate

d be

nefit

s in

ter

ms

of c

onge

stio

n, a

ir qu

ality

, ca

rbon

em

issi

ons

Full

Loca

l Dec

isio

n M

akin

g of

M

erse

yrai

l/Ver

tical

Inte

grat

ion

of t

he r

ail

rolli

ng s

tock

and

infr

astr

uctu

re

2, 5

, 6Sh

ort

Term

- Max

imis

es r

esou

rces

. A

mor

e ef

ficie

nt r

ail

netw

ork

- Val

ue f

or m

oney

. A

che

aper

rai

l net

wor

k - A

bet

ter

perf

orm

ing

rail

netw

ork

TRAM

Con

tinue

to

pres

erve

the

sta

tuto

ry p

ower

s fo

r Li

ne 1

, pro

tect

the

inve

stm

ent

mad

e in

th

e de

velo

pmen

t of

Mer

seyt

ram

Lin

es 1

an

d 2,

and

pre

serv

e an

d pr

otec

t th

e al

ignm

ent

of L

ines

1, 2

and

3

1, 2

, 4, 5

, 6

Shor

t Te

rm

- Im

prov

es t

rave

l opp

ortu

nity

and

acc

ess

- Re

duce

s co

nges

tion,

impr

oves

air

qual

ity a

nd

redu

ces

carb

on e

mis

sion

s

- A

ssis

ts L

ow C

arbo

n Ec

onom

y

- Pr

ivat

e se

ctor

invo

lvem

ent

- En

sure

s va

lue

for

mon

ey b

y bu

ildin

g on

initi

al

inve

stm

ent

Con

tinue

to

pres

erve

the

alig

nmen

t of

M

erse

ytra

m L

ines

1, 2

and

3

1, 2

, 4, 5

, 6

Long

Ter

m

See

abov

e

76

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

PARK & RIDE

Revi

sed

Park

and

Rid

e st

rate

gy w

ill s

et o

ut

prio

ritie

s fo

r fu

ture

pro

gram

mes

2,

3, 4

, 5Sh

ort/

Long

Te

rm

- Inc

reas

es p

ublic

tra

nspo

rt p

atro

nage

and

re

duce

s lo

nger

dis

tanc

e ca

r co

mm

utin

g

- Int

egra

tes

Act

ive

Trav

el m

odes

with

the

pub

lic

tran

spor

t ne

twor

k - T

hese

mea

sure

hel

p to

red

uce

carb

on e

mis

sion

s

TICKETING & INFORMATION

Dev

elop

men

t of

new

bus

-bas

ed r

eal t

ime

info

rmat

ion

syst

em, l

inke

d to

web

te

chno

logy

and

mob

ile p

hone

s

1, 2

, 3, 4

, 5

Shor

t/Lo

ng

Term

- B

ette

r av

aila

bilit

y of

bus

-bas

ed in

form

atio

n, t

o ai

d in

form

ed d

ecis

ion

mak

ing

arou

nd b

us t

rave

l

- Im

prov

ed t

rave

l opp

ortu

nity

and

lev

els

of a

cces

s - I

ncre

ase

in b

us p

atro

nage

cou

pled

with

mod

e sh

ift a

nd c

onge

stio

n D

evel

opm

ent

of n

ew t

icke

ting

prod

ucts

via

sm

artc

ards

and

web

-bas

ed s

yste

ms

2, 3

, 4, 5

Shor

t &

Lo

ng T

erm

- I

ncre

ase

the

avai

labi

lity,

att

ract

iven

ess

of t

rave

l tic

kets

- I

mpr

oved

tra

vel o

ppor

tuni

ty a

nd a

cces

sibi

lity

to

the

publ

ic t

rans

port

net

wor

k - H

elp

over

com

e ba

rrie

rs t

o ac

cess

ing,

and

pay

ing

for

trav

el a

nd t

rans

port

- G

reat

er u

ptak

e of

bus

and

rai

l tra

vel a

nd m

ode

shift

fro

m p

rivat

e to

pub

lic t

rans

port

. Red

uced

co

nges

tion

FERRIES

Dev

elop

new

land

ing

stag

e at

the

Pie

r H

ead

in L

iver

pool

1,

2, 3

Shor

t Te

rm- I

mpr

oved

acc

ess

to t

he M

erse

y Fe

rrie

s, e

spec

ially

fo

r cy

clis

ts

- Sup

port

s m

ode

shift

obj

ectiv

es f

rom

priv

ate

to

publ

ic t

rans

port

(see

bus

initi

ativ

es a

bove

)

- Sup

port

s th

e V

isito

r Ec

onom

y

OTHER INTERVENTIONS

TO SUPPORT ACCESSIBILITY

Enha

nced

rol

e of

tax

i and

priv

ate

hire

ve

hicl

es t

o su

ppor

t ex

istin

g bu

s ne

twor

k 2,

3, 4

, 5Sh

ort

&

Long

Ter

m

- Int

egra

tion

of t

axi s

ervi

ces

with

the

sup

port

ed

bus

serv

ice

netw

ork

- Inv

olve

men

t of

priv

ate

sect

or

- Im

prov

ed t

rave

l opp

ortu

nity

and

acc

ess

to k

ey

serv

ices

and

opp

ortu

nitie

s fo

r di

sadv

anta

ged

grou

ps

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

77

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

OTHER INTERVENTIONS TO SUPPORT ACCESSIBILITY

Enha

nced

rol

e of

com

mun

ity t

rans

port

and

vo

lunt

ary

sect

or o

rgan

isat

ions

3,

4, 5

Shor

t &

Lo

ng T

erm

- M

eets

mul

tiple

obj

ectiv

es

- Int

egra

tion

of p

ublic

and

com

mun

ity t

rans

port

ac

ross

Mer

seys

ide

max

imis

es r

esou

rces

- S

uppo

rt t

he d

evel

opm

ent

of lo

cal t

rans

port

se

rvic

es t

o im

prov

e ac

cess

to

serv

ices

and

op

port

uniti

es t

o su

ppor

t th

e lo

calis

m a

gend

a - R

educ

tion

in a

cces

s in

equa

litie

s Se

cure

a lo

ng t

erm

fut

ure

for

Lets

Get

M

ovin

g (L

GM

) 1,

3, 4

, 5Sh

ort

&

Long

Ter

m

- Add

ress

es m

ultip

le o

bjec

tives

, max

imis

es

reso

urce

s

- Int

egra

tion

of L

GM

act

iviti

es w

ith C

ity

Empl

oym

ent

Stra

tegy

and

Chi

ld a

nd F

amily

Po

vert

y Fr

amew

ork

- Im

prov

es a

cces

s to

em

ploy

men

t an

d tr

aini

ng f

or

wor

kles

s M

erse

ysid

e re

side

nt

- Add

ress

hea

lth in

equa

litie

s D

evel

op a

co-

ordi

nate

d ap

proa

ch t

o tr

avel

tra

inin

g ac

ross

Mer

seys

ide

3, 4

, 5

Shor

t &

Lo

ng T

erm

- P

rom

otes

hea

lth a

nd w

ell b

eing

, add

ress

es

ineq

ualit

ies

- Em

pow

er in

divi

dual

s to

tak

e ad

vant

age

of

oppo

rtun

ities

- I

mpr

oved

acc

ess

to e

duca

tion,

loca

l ser

vice

s an

d le

isur

e ac

tiviti

es

- Inc

reas

ed in

depe

nden

ce, c

onfid

ence

and

pe

rson

al m

obili

ty

- Red

uced

bur

den

on lo

cal a

utho

rity

spec

ialis

t tr

ansp

ort

prov

isio

n - I

ncre

ase

in p

ublic

tra

nspo

rt p

atro

nage

LT

P3 P

refe

rred

Str

ateg

y

77

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

78

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

OTHER INTERVENTIONS TO SUPPORT ACCESSIBILITY

Dev

elop

a c

o-or

dina

ted

appr

oach

to

trav

el

trai

ning

acr

oss

Mer

seys

ide

3, 4

, 5Sh

ort

&

Long

Ter

m

- Pro

mot

es h

ealth

and

wel

l bei

ng, a

ddre

sses

in

equa

litie

s

- Em

pow

er in

divi

dual

s to

tak

e ad

vant

age

of

oppo

rtun

ities

- I

mpr

oved

acc

ess

to e

duca

tion,

loca

l ser

vice

s an

d le

isur

e ac

tiviti

es

- Inc

reas

ed in

depe

nden

ce, c

onfid

ence

and

pe

rson

al m

obili

ty

- Red

uced

bur

den

on lo

cal a

utho

rity

spec

ialis

t tr

ansp

ort

prov

isio

n

- Inc

reas

e in

pub

lic t

rans

port

pat

rona

ge

Del

iver

Equ

ality

Impa

ct A

sses

smen

t To

olki

t1,

2, 3

, 4,

5 Sh

ort

&

Long

Ter

m

- Ens

ure

that

new

pol

ices

, pro

cedu

res

and

prac

tices

are

ass

esse

d us

ing

agre

ed E

qual

ities

Im

pact

Ass

essm

ent

to r

educ

e tr

ansp

ort

ineq

ualit

ies

Exam

ine

budg

et f

or in

nova

tive

appr

oach

es

to s

ecur

ing

cost

eff

ectiv

e ac

cess

im

prov

emen

ts

3, 4

, 5Sh

ort

&

Long

Ter

m

- Add

ress

mul

tiple

obj

ectiv

es

- Max

imis

es r

esou

rces

- Tar

get

fund

ing

at t

he m

ost

appr

opria

te

solu

tions

to

mee

t id

entif

ied

need

s

FREIGHT

Dev

elop

a c

oord

inat

ed a

ppro

ach

to f

reig

ht

rela

ted

Air

Qua

lity

Man

agem

ent

Are

as

(AQ

MA

) and

car

bon

redu

ctio

n ac

tion

plan

s ac

ross

Mer

seys

ide

2, 5

Shor

t Te

rm- A

ddre

sses

mul

tiple

obj

ectiv

es

- Man

age

traf

fic a

nd p

rom

ote

best

pra

ctic

e to

im

prov

e ai

r qu

ality

and

red

uce

carb

on

emis

sion

s. D

evel

opm

ent

of p

ublic

sec

tor

fleet

be

nchm

arki

ng t

ool

D

evel

op t

he f

reig

ht c

ontr

ibut

ion

to L

ow

Emis

sion

Str

ateg

y

2Sh

ort

Term

- Im

prov

ed a

ir qu

ality

thr

ough

red

uced

em

issi

ons,

re

duce

d ca

rbon

em

issi

ons

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

79

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

FREIGHT

Con

solid

ate

part

ners

hip

wor

king

with

the

Fr

eigh

t Q

ualit

y Pa

rtne

rshi

p an

d ot

her

grou

ps t

o pr

omot

e be

st p

ract

ice

and

impr

ove

envi

ronm

enta

l per

form

ance

1, 2

, 5Sh

ort

Term

- Enh

ance

wor

king

with

fre

ight

ope

rato

rs, l

ocal

au

thor

ities

, Hig

hway

s A

genc

y an

d en

viro

nmen

tal g

roup

s

- Add

ress

es m

ultip

le o

bjec

tives

- P

rivat

e se

ctor

eng

agem

ent

- Del

iver

y of

the

Impr

ess

proj

ect

- Eff

icie

nt n

etw

ork

to a

id b

usin

ess

effic

ienc

y

- Im

plan

tatio

n of

bes

t pr

actic

e am

ongs

t fr

eigh

t op

erat

ors

with

in M

erse

ysid

e. R

educ

ed

emis

sion

s

Wor

k w

ith f

leet

ope

rato

rs t

o im

plem

ent

accr

edita

tions

and

sta

ndar

ds li

nked

to

loca

l aut

horit

y an

d ot

her

publ

ic s

ervi

ce

perf

orm

ance

pol

icie

s

1Sh

ort

Term

- Ena

ble

loca

l fre

ight

ope

rato

rs t

o su

cces

sful

ly b

id

for

publ

ic s

ecto

r co

ntra

cts,

impr

oved

sta

ndar

ds

lead

ing

to r

educ

ed e

mis

sion

s

Iden

tify

and

impl

emen

t IT

S an

d lo

w-c

ost

im

prov

emen

ts t

o th

e St

rate

gic

Frei

ght

Net

wor

k to

impr

ove

effic

ienc

y an

d en

sure

im

prov

emen

ts b

enef

it ot

her

user

s su

ch a

s cy

clis

ts a

nd w

alke

rs

1, 2

, 3, 5

Shor

t Te

rm- I

mpr

oved

bus

ines

s ef

ficie

ncy

and

help

for

ec

onom

ic g

row

th

- ITS

use

d to

man

age

traf

fic -

fre

e flo

win

g tr

affic

, re

duce

d co

nges

tion,

red

uced

em

issi

ons,

im

prov

ed a

ir qu

ality

En

sure

the

Str

ateg

ic F

reig

ht N

etw

ork

is

adeq

uate

ly m

aint

aine

d 1,

5, 6

Shor

t Te

rm

- Ens

ure

busi

ness

eff

icie

ncy

and

enco

urag

emen

t fo

r in

war

d in

vest

men

t.

- Fre

e flo

win

g tr

affic

(red

uced

em

issi

ons)

In

tegr

ate

frei

ght

into

the

land

use

pl

anni

ng p

roce

ss a

cros

s M

erse

ysid

e to

su

ppor

t th

e ef

ficie

ncy,

equ

ality

and

en

viro

nmen

tal a

gend

as

1, 2

, 4, 5

, 6

Shor

t Te

rm- I

mpr

oved

acc

ess

to e

mpl

oym

ent

site

s.

- Red

uced

del

iver

ies

(and

ass

ocia

ted

emis

sion

s)

thro

ugh

deliv

ery

plan

s

Inve

stig

ate

use

of a

ltern

ativ

e fu

els

for

the

frei

ght

sect

or

2Lo

ng T

erm

- Util

isat

ion

of f

indi

ngs

from

Bio

nic

proj

ect,

su

ppor

t co

mpa

nies

in u

ptak

e an

d ad

aptio

n,

long

ter

m r

educ

ed e

mis

sion

s

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

80

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

FREIGHT

Con

side

r th

e fe

asib

ility

of

cons

olid

atio

n ce

ntre

s tr

ansf

errin

g go

ods

to lo

w e

mis

sion

ve

hicl

es

2, 5

, 6Lo

ng T

erm

- Red

uced

veh

icle

del

iver

y m

iles,

red

uced

em

issi

ons

- Bet

ter

loca

l env

ironm

ents

With

the

FQ

P an

d ot

her

agen

cies

exp

lore

th

e fe

asib

ility

of

alte

rnat

ive

finan

cing

ar

rang

emen

ts t

o im

prov

e th

e en

viro

nmen

tal p

erfo

rman

ce o

f bu

s, t

axi

and

frei

ght

fleet

s

2, 5

Long

Ter

m- E

arlie

r em

issi

on r

educ

tions

- Max

imis

e re

sour

ces

Iden

tify

and

impl

emen

t es

sent

ial h

ighw

ay

impr

ovem

ents

to

the

Stra

tegi

c Fr

eigh

t N

etw

ork

1, 5

, 6Lo

ng T

erm

- Add

ress

es m

ultip

le o

bjec

tives

- Ens

ures

val

ue f

or m

oney

- M

axim

ises

res

ourc

es

- Red

uced

acc

iden

t ra

tes

- Red

uced

con

gest

ion,

impr

oved

air

qual

ity a

nd

low

er le

vels

of

emis

sion

s Pr

eser

vatio

n of

por

t ac

cess

rai

l alig

nmen

ts1,

2, 5

Long

Ter

m- M

aint

ain

acce

ss p

aths

for

fut

ure

incr

ease

rai

l ac

cess

to

and

from

the

por

t M

onito

r ra

il fr

eigh

t re

quire

men

ts a

nd

mak

e th

e ca

se f

or b

oth

infr

astr

uctu

re

requ

irem

ents

and

cha

nges

to

natio

nal

polic

y

1, 2

, 5, 6

Long

Ter

m- I

ncre

ase

in d

istr

ibut

ion

of f

reig

ht b

y ra

il to

and

fr

om t

he P

ort

of L

iver

pool

- Red

uced

con

gest

ion,

impr

oved

air

qual

ity a

nd

redu

ced

carb

on e

mis

sion

s - P

ossi

ble

redu

ced

mai

nten

ance

req

uire

men

t D

evel

op a

fre

ight

noi

se m

onito

ring

prog

ram

2,

3Lo

ng T

erm

- Act

ions

to

redu

ce n

oise

fro

m H

GV

mov

emen

ts

and

deliv

erie

s as

app

ropr

iate

M

ake

the

case

for

nat

iona

l pro

visi

on o

f in

term

odal

fre

ight

ter

min

als

1, 2

, 5Lo

ng T

erm

- Inc

reas

e in

dis

trib

utio

n of

fre

ight

by

rail

to a

nd

from

the

Por

t of

Liv

erpo

ol

Liai

se w

ith p

rivat

e se

ctor

to

exam

ine

the

gr

owth

of

frei

ght

at L

iver

pool

Joh

n Le

nnon

A

irpor

t an

d th

eir

prop

osal

s fo

r th

e de

velo

pmen

t of

the

Eas

tern

Acc

ess

Tran

spor

t C

orrid

or

1, 5

Long

Ter

m- S

uppo

rt f

or S

uper

Port

pro

posa

ls

- Priv

ate

sect

or in

itiat

ive

- Max

imis

e re

sour

ces

- Im

prov

ed a

cces

s to

LJL

A

Mon

itor

traf

fic le

vels

at

Dun

ning

s Br

idge

Ro

ad a

nd A

5300

& A

562

junc

tion

1, 5

Long

Ter

m- R

educ

ed c

onge

stio

n an

d jo

urne

y tim

es

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

81

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

CYCLE

In c

onju

nctio

n w

ith t

he r

evis

ed A

ctiv

e Tr

avel

Str

ateg

y, (s

ee A

nnex

e Si

x) e

nsur

e th

e ro

ad u

ser

hier

arch

y is

use

d to

cre

ate

safe

and

ped

estr

ian

frie

ndly

env

ironm

ents

cr

eate

d in

res

iden

tial a

reas

and

cen

tres

2, 3

, 4, 6

Shor

t &

Lo

ng T

erm

- R

educ

ed r

oad

traf

fic a

ccid

ents

- Saf

er e

nviro

nmen

ts f

or v

ulne

rabl

e an

d di

sabl

ed

mem

bers

of

the

com

mun

ity

- Mor

e w

alki

ng a

nd c

yclin

g

Prom

ote

redu

ced

spee

d an

d ap

ply

appr

opria

te 2

0mph

zon

es

2, 3

, 4, 6

Shor

t &

Lo

ng T

erm

- S

afer

nei

ghbo

urho

ods

- Pro

mot

es h

ealth

and

wel

l bei

ng, a

ddre

sses

he

alth

ineq

ualit

ies

App

ly t

he p

rinci

ples

fro

m M

anua

l for

St

reet

s to

all

new

str

eets

and

ens

ure

the

desi

gn f

or r

esid

entia

l str

eets

as

safe

and

fr

iend

ly e

nviro

nmen

ts f

or p

eopl

e an

d pl

ay

rath

er t

han

cars

2, 3

, 4, 5

, 6

Shor

t &

Lo

ng T

erm

- M

ore

wal

king

and

cyc

ling

- Bet

ter

air

qual

ity

- Low

er c

arbo

n em

issi

ons

- Mor

e eq

uita

ble

stre

ets

and

soci

ety

- Saf

er n

eigh

bour

hood

s - I

mpr

oved

hea

lth o

utco

mes

Pr

ovid

e co

nnec

tions

bet

wee

n cy

cle

and

pede

stria

n fr

iend

ly a

reas

to

crea

te r

oute

s fo

r ac

tive

trav

elle

rs.

Link

s w

ith G

reen

In

fras

truc

ture

2, 3

, 4, 5

, 6

Shor

t &

Lo

ng T

erm

- M

ore

wal

king

and

cyc

ling

- Bet

ter

air

qual

ity

- Low

er c

arbo

n em

issi

ons

- Red

uces

hea

lth in

equa

litie

s - S

afer

nei

ghbo

urho

ods

- Im

prov

ed h

ealth

out

com

es

Con

tinue

to

deliv

er o

ur R

ight

s of

Way

Im

plem

enta

tion

Plan

and

inte

grat

e it

into

gr

een

infr

astr

uctu

re p

lans

2, 3

, 4Sh

ort

&

Long

Ter

m

- Mor

e w

alki

ng a

nd c

yclin

g

- Bet

ter

air

qual

ity

- Low

er c

arbo

n em

issi

ons

- Pro

mot

es h

ealth

and

wel

l bei

ng

Seek

to

prov

ide

cycl

e pa

rkin

g at

all

publ

ic

build

ings

& a

ny o

ther

trip

des

tinat

ions

2,

3, 4

Shor

t &

Lo

ng T

erm

- M

ore

cycl

ing

- Mor

e eq

uita

ble

stre

ets

and

soci

ety

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

82

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

CYCLE

Revi

ew a

nd r

evis

e ou

r cy

cle

netw

orks

and

as

pira

tions

for

fut

ure

netw

orks

so

that

all

depa

rtm

ents

can

incl

ude

cycl

ing

inte

rven

tions

and

impr

ovem

ents

whe

neve

r ot

her

wor

k is

bei

ng u

nder

take

n

2, 3

, 4, 5

,6Sh

ort

&

Long

Ter

m

- Add

ress

es m

ultip

le o

bjec

tives

- Ens

ures

val

ue f

or m

oney

- Max

imis

es r

esou

rces

- Mor

e w

alki

ng a

nd c

yclin

g

- Bet

ter

air

qual

ity

- Low

er c

arbo

n em

issi

ons

- Mor

e eq

uita

ble

stre

ets

and

soci

ety

- Saf

er n

eigh

bour

hood

s

Iden

tify

fund

s to

sup

port

an

inno

vativ

e fr

ee b

ike/

bike

rec

yclin

g sc

hem

e fo

r th

ose

with

mos

t ne

ed

1, 2

, 3, 4

, 5

- I

ncre

ase

acce

ss t

o em

ploy

men

t, e

duca

tion

and

leis

ure

oppo

rtun

ities

- Red

uctio

n in

acc

ess

ineq

ualit

ies

- Sup

port

s th

ird s

ecto

r en

terp

rise

Seek

fun

ding

to

ensu

re B

ikea

bilit

y le

vel 2

cy

cle

trai

ning

off

ered

to

all p

rimar

y sc

hool

ch

ildre

n

2, 3

, 4, 5

Shor

t &

Lo

ng T

erm

- M

ore

wal

king

and

cyc

ling

by c

hild

ren

and

fam

ilies

- Pro

mot

es h

ealth

and

wel

l bei

ng

- Saf

er n

eigh

bour

hood

s

- Im

prov

ed h

ealth

, red

uced

car

bon

emis

sion

s Se

ek f

undi

ng t

o en

sure

cyc

le t

rain

ing

avai

labl

e to

sec

onda

ry s

choo

l chi

ldre

n an

d ad

ults

2, 3

, 4, 5

Shor

t &

Lo

ng T

erm

- M

ore

wal

king

and

cyc

ling

- Mor

e eq

uita

ble

stre

ets

and

soci

ety

- Saf

er n

eigh

bour

hood

s - I

mpr

ove

acce

ssib

ility

to

scho

ols

and

serv

ices

Se

ek f

undi

ng t

o en

sure

cyc

le m

aint

enan

ce

trai

ning

ava

ilabl

e to

all

2, 3

, 4, 5

Shor

t &

Lo

ng T

erm

- M

ore

wal

king

and

cyc

ling

- Pro

mot

es h

ealth

and

wel

l bei

ng

- Saf

er n

eigh

bour

hood

s

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

83

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

WALK

In c

onju

nctio

n w

ith t

he r

evis

ed A

ctiv

e Tr

avel

Str

ateg

y, e

nsur

e th

e ro

ad u

ser

hier

arch

y is

use

d to

cre

ate

safe

and

pe

dest

rian

frie

ndly

env

ironm

ents

cre

ated

in

res

iden

tial a

reas

and

cen

tres

2, 3

, 4, 6

Shor

t &

Lo

ng T

erm

- R

educ

ed r

oad

traf

fic a

ccid

ents

- Saf

er e

nviro

nmen

ts f

or v

ulne

rabl

e an

d di

sabl

ed

mem

bers

of

the

com

mun

ity

- Mor

e w

alki

ng a

nd c

yclin

g

Prom

ote

redu

ced

spee

d an

d ap

ply

appr

opria

te 2

0mph

zon

es

2, 3

, 4, 6

Shor

t &

Lo

ng T

erm

- S

afer

nei

ghbo

urho

ods

- Pro

mot

es h

ealth

and

wel

l bei

ng, a

ddre

sses

he

alth

ineq

ualit

ies

App

ly t

he p

rinci

ples

fro

m M

anua

l for

St

reet

s re

tros

pect

ivel

y to

all

stre

ets

espe

cial

ly r

esid

entia

l are

as a

nd d

istr

ict

cent

res

whe

neve

r ot

her

wor

k is

bei

ng

unde

rtak

en o

r fu

ndin

g al

low

s

2, 3

, 4Sh

ort

&

Long

Ter

m

- Red

uced

roa

d tr

affic

acc

iden

ts

- Mor

e w

alki

ng a

nd c

yclin

g

- Mor

e eq

uita

ble

stre

ets

and

soci

ety

- Saf

er n

eigh

bour

hood

s - P

rom

otes

hea

lth a

nd w

ell b

eing

, add

ress

es

heal

th in

equa

litie

s Pr

otec

t fu

ndin

g fo

r ch

ild p

edes

tria

n tr

aini

ng

3, 4

Shor

t &

Lo

ng T

erm

- I

ncre

ased

ski

ll le

vels

for

the

mos

t vu

lner

able

ch

ildre

n

- Red

uces

the

num

ber

of s

erio

us o

r fa

tal i

njur

ies

- Im

prov

ed h

ealth

out

com

es

Roll

out

of p

edes

tria

n au

dits

acr

oss

the

coun

ty

2, 3

, 4Sh

ort

&

Long

Ter

m

- Mor

e w

alki

ng

- Mor

e eq

uita

ble

stre

ets

and

soci

ety

- Saf

er n

eigh

bour

hood

s

MAINTENANCE

Mai

nten

ance

and

enh

ance

men

ts o

f th

e tw

o M

erse

y Tu

nnel

s 1,

2, 5

, 6Sh

ort/

Long

Te

rm

- Mai

ntai

n sa

fety

and

rel

iabi

lity

for

user

s of

the

ne

twor

k - M

aint

ain

effic

ienc

y of

key

par

t of

the

str

ateg

ic

road

net

wor

k in

Mer

seys

ide

Mai

nten

ance

N

ew t

rans

port

pro

ject

s ta

ke a

ccou

nt o

f fu

ture

clim

atic

con

ditio

ns a

nd a

re p

lann

ed

acco

rdin

gly.

Pro

duce

Tra

nspo

rt A

sset

M

anag

emen

t Pl

ans

whi

ch g

ive

due

cons

ider

atio

n to

the

eff

ects

of

clim

ate

chan

ge

1, 2

, 5, 6

Shor

t Te

rm- T

rans

port

net

wor

k ab

le t

o re

spon

d to

fut

ure

risks

- Add

ress

es c

limat

e ch

ange

- E

nsur

es r

esili

ent

netw

ork

able

to

keep

bus

ines

s m

ovin

g

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

84

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

MAINTENANCE

Com

plet

e H

AM

P/TA

MP

1, 5

, 6Sh

ort

Term

- Ass

ists

prio

ritis

atio

n by

foc

ussi

ng o

n us

eful

ness

of

ass

ets

- Ens

ure

valu

e fo

r m

oney

- M

axim

ises

fin

ance

s an

d re

sour

ces

Mai

nten

ance

All

new

tra

nspo

rt p

roje

cts

are

cons

truc

ted

to h

igh

envi

ronm

enta

l sta

ndar

ds a

nd,

whe

re a

pplic

able

, are

sub

ject

to

exte

rnal

as

sess

men

t

2, 6

Shor

t Te

rm-

Hig

h en

viro

nmen

tal q

ualit

y of

tra

nspo

rt p

roje

cts

- En

sure

s va

lue

for

mon

ey

- M

eets

mul

tiple

obj

ectiv

es

Wor

k w

ith p

artn

ers

to e

nsur

e th

at t

he

tran

spor

t sy

stem

is a

ble

to o

pera

te

effic

ient

ly in

a f

utur

e w

hich

may

see

lim

ited

oil s

uppl

ies

and

diff

eren

t cl

imat

ic

cond

ition

s

1, 2

, 5, 6

Long

Ter

m- T

rans

port

net

wor

k ab

le t

o re

spon

d to

fut

ure

risks

- Add

ress

es m

ultip

le o

bjec

tives

- R

educ

es c

arbo

n em

issi

ons

- Miti

gate

s ag

ains

t ex

trem

e w

eath

er

- Ens

ures

a r

esili

ent

netw

ork

able

to

keep

co

mm

uniti

es a

nd b

usin

ess

mov

ing

Ensu

re t

hat

tran

spor

t co

ntrib

utes

to

the

deliv

ery

of t

he c

ity r

egio

n G

reen

In

fras

truc

ture

Str

ateg

y

1, 2

, 3, 6

Long

Ter

m- H

igh

envi

ronm

enta

l qua

lity

of t

rans

port

pro

ject

s

- Add

ress

es m

ultip

le o

bjec

tives

- A

ddre

sses

car

bon

redu

ctio

n - M

itiga

tes

agai

nst

extr

eme

wea

ther

- E

ncou

rage

s cy

clin

g an

d w

alki

ng

- Im

prov

es h

ealth

C

onsi

der

the

optio

ns a

vaila

ble

to r

educ

e no

ise

leve

ls f

rom

tra

nspo

rt a

nd, w

here

fin

ance

s al

low

, im

plem

ent

mea

sure

s in

pr

iorit

y ar

eas

whe

re n

oise

leve

ls e

xcee

d re

com

men

ded

thre

shol

ds

2, 3

, 6Lo

ng T

erm

- Hig

h en

viro

nmen

tal q

ualit

y of

tra

nspo

rt p

roje

cts

- A

ddre

sses

mul

tiple

obj

ectiv

es

Revi

ew n

etw

ork

for

‘str

ateg

ic’ p

riorit

ies

1, 4

, 5, 6

Shor

t Te

rm- E

nsur

es p

riorit

y gi

ven

to s

trat

egic

rou

tes,

in

clud

ing

frei

ght

and

publ

ic t

rans

port

to

supp

ort

econ

omic

reg

ener

atio

n

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

85

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

MAINTENANCE

- E

nsur

es v

alue

for

mon

ey

- Tar

gets

mul

tiple

obj

ectiv

es

Mai

nten

ance

Link

mai

nten

ance

pla

nnin

g to

pla

nnin

g of

hi

ghw

ay n

etw

ork

impr

ovem

ents

1,

2, 3

, 4,

5, 6

Lo

ng T

erm

- Max

imis

e in

divi

dual

sch

eme

bene

fits

- Ens

ures

val

ue f

or m

oney

- A

llow

s ot

her

goal

s su

ch a

s im

prov

ing

cycl

ing

and

wal

king

to

be r

ealis

ed a

t re

duce

d co

st

Impl

emen

t ne

w m

etho

ds o

f ca

lcul

atin

g co

sts

and

bene

fits

1, 6

Long

Ter

m- I

ncre

ase

fund

ing

for

mai

nten

ance

- Ens

ure

valu

e fo

r m

oney

A

nnua

l pro

gram

me

of

reco

nstr

uctio

n/re

surf

acin

g ba

sed

on r

esul

ts

of T

AM

P

5, 6

Shor

t &

Lo

ng T

erm

- P

rote

cts

inte

grity

of

road

net

wor

k

Ann

ual p

rogr

amm

e of

hig

h-re

turn

loca

l sa

fety

sch

emes

bas

ed o

n in

-dep

th a

naly

sis

of r

oad

casu

altie

s

3Sh

ort

&

Long

Ter

m

- Few

er r

oad

casu

altie

s

- Enc

oura

ges

cycl

ing

and

wal

king

TRAFFIC

Impl

emen

t th

e ne

xt p

hase

of

the

stra

tegy

fo

r IT

S (s

ee A

nnex

e Fi

ve)

2, 4

,6

Shor

t Te

rm

- Sup

port

s ec

onom

y th

roug

h th

e ef

ficie

nt

mov

emen

t of

peo

ple

and

good

s

- Add

ress

es m

ultip

le o

bjec

tives

and

max

imis

es

reso

urce

s - E

nsur

es v

alue

for

mon

ey a

nd m

akin

g be

st u

se o

f ex

istin

g as

sets

- I

mpr

oves

tra

vel o

ppor

tuni

ties

and

acce

ssib

ility

- H

elps

add

ress

car

bon

emis

sion

s an

d im

prov

e ai

r qu

ality

Esta

blis

h a

dem

onst

ratio

n pr

ojec

t to

tes

t th

e fe

asib

ility

of

alte

rnat

ivel

y -f

uelle

d ta

xis

1, 2

, 5

Shor

t Te

rm

- Inc

reas

ed a

nd e

arlie

r up

take

of

new

te

chno

logi

es le

adin

g to

ear

lier

emis

sion

re

duct

ions

- Sup

port

s lo

w c

arbo

n ec

onom

y D

evel

op a

bid

to

Plug

ged-

in P

lace

s to

fun

d pr

ovis

ion

of e

lect

ric c

harg

ing

infr

astr

uctu

re

2Sh

ort

Term

- Inc

reas

ed a

nd e

arlie

r up

take

of

new

te

chno

logi

es, l

eadi

ng t

o re

duce

d em

issi

ons

and

impr

oved

air

qual

ity

- Sup

port

s th

e lo

w c

arbo

n ec

onom

y

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

86

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

TRAFFIC

Dev

elop

and

impl

emen

t a

stra

tegy

to

deliv

er t

he in

fras

truc

ture

req

uire

d to

su

ppor

t el

ectr

ic v

ehic

les

and

alte

rnat

ive

fuel

s

1, 2

, 3, 6

Long

Ter

m- I

ncre

ased

and

ear

lier

upta

ke o

f ne

w

tech

nolo

gies

, lea

ding

to

redu

ced

emis

sion

s an

d im

prov

ed a

ir qu

ality

- Bet

ter

heal

th o

utco

mes

- Sup

port

s th

e lo

w c

arbo

n ec

onom

y

Wor

k w

ith p

artn

ers

to e

nsur

e ef

fect

ive

targ

etin

g of

edu

catio

n an

d in

form

atio

n pr

ovis

ion

arou

nd s

usta

inab

le v

ehic

le c

hoic

e an

d fu

el-e

ffic

ient

driv

ing

tech

niqu

es

2, 3

, 5, 6

Shor

t Te

rm- R

educ

ed e

mis

sion

s as

a r

esul

t of

tra

ffic

- Im

prov

es a

ir qu

ality

and

hea

lth

Enga

ge w

ith p

lann

ers

and

rege

nera

tion

agen

cies

to

prom

ote

sust

aina

ble

tran

spor

t an

d de

sign

incl

udin

g th

e gr

eeni

ng o

f ro

utes

to

mak

e th

em m

ore

attr

activ

e

1, 2

, 3, 4

, 5,

6

Shor

t Te

rm- I

ncre

ase

attr

activ

enes

s of

sus

tain

able

tra

nspo

rt

mod

es a

nd p

rovi

de h

igh

envi

ronm

enta

l qua

lity

tran

spor

t sy

stem

- Im

prov

es a

cces

sibi

lity

- Im

prov

es h

ealth

- R

educ

es c

arbo

n ou

tput

.

- Miti

gate

s ag

ains

t ex

trem

e w

eath

er

Ensu

re g

reat

er e

nfor

cem

ent

of e

xist

ing

sust

aina

ble

tran

spor

t co

mm

itmen

ts m

ade

by d

evel

oper

s

1, 2

, 3, 4

Shor

t Te

rm- R

educ

es lo

nger

dis

tanc

e co

mm

utin

g

- Red

uce

emis

sion

s as

a r

esul

t of

tra

ffic

- Im

prov

es a

cces

sibi

lity

- Im

prov

es h

ealth

In

clud

e LE

S pr

inci

ples

with

in p

lann

ing

docu

men

tatio

n (s

ee G

oal 2

) 2

Long

Ter

m- R

educ

e em

issi

ons

as a

res

ult

of t

raff

ic

Con

tinui

ng c

omm

itmen

t to

roa

d sa

fety

ta

rget

ed a

t th

e gr

oups

mos

t at

ris

k fr

om

deat

h or

ser

ious

inju

ry:

• Y

oung

/Nov

ice

Driv

ers

• M

otor

cycl

ists

•

Old

er D

river

s In

clud

es, h

igh

qual

ity e

nfor

cem

ent,

tr

aini

ng, a

nd e

ngag

emen

t,

3Sh

ort

&

Long

Ter

m

- Few

er f

atal

or

serio

us r

oad

casu

altie

s

- Im

prov

ed in

cent

ives

for

cyc

le a

nd w

alki

ng

- Red

uced

car

bon

emis

sion

s - I

mpr

oved

hea

lth

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

87

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

TRAVELWISE

Vis

itor

Econ

omy

Trav

el p

lans

and

be

havi

our

chan

ge m

arke

ting

targ

eted

at

key

visi

tor

attr

actio

ns

1, 2

, 3, 4

, 5

Shor

t Te

rm- I

mpr

oved

acc

ess

to v

isito

r at

trac

tions

- I

ncre

ase

in v

isito

r nu

mbe

rs

- Im

prov

ed h

ealth

Busi

ness

/wor

kpla

ce t

rave

l pla

ns

and

beha

viou

r ch

ange

mar

ketin

g

to a

ffec

t bu

sine

ss, c

omm

utin

g an

d vi

sito

r tr

ips

1, 2

, 3, 4

, 5

- I

mpr

oved

bus

ines

s an

d pu

blic

sec

tor

effic

ienc

y - R

educ

e em

issi

ons

- Im

prov

ed h

ealth

- Im

prov

e ac

cess

ibili

ty

Eco-

driv

ing,

car

sha

re a

nd v

ehic

le

choi

ce m

arke

ting

2

- Red

uce

emis

sion

s. Im

prov

e ai

r po

llutio

n

Smar

ter

Cho

ices

mar

ketin

g an

d in

terv

entio

ns t

arge

ted

at

disa

dvan

tage

d co

mm

uniti

es in

co

njun

ctio

n w

ith h

ealth

, edu

catio

n an

d en

viro

nmen

t se

ctor

s

3, 4

, 5Sh

ort

& L

ong

Term

- Act

ive

trav

el s

uppo

rtin

g pe

ople

to

achi

eve

heal

thy

wei

ght,

and

red

uce

the

risk

of o

besi

ty, a

nd s

uffe

r le

ss f

rom

the

im

pact

s of

poo

r ai

r qu

ality

- Com

bat

pote

ntia

l low

cos

t se

cond

ha

nd c

ar u

se

- Saf

er n

eigh

bour

hood

s - I

mpr

ove

acce

ss t

o em

ploy

men

t,

educ

atio

n, s

ervi

ces

and

leis

ure

oppo

rtun

ities

- E

xpan

d tr

avel

hor

izon

s Sm

arte

r C

hoic

es m

arke

ting

targ

eted

at

thos

e w

ho a

re m

ore

susc

eptib

le t

o ch

ange

to

sust

aina

ble

mod

es. A

pply

m

arke

ting

tech

niqu

es t

hat

furt

her

sepa

rate

the

aud

ienc

e fo

r m

ore

effe

ctiv

e ta

rget

ing.

1, 2

, 3, 5

Shor

t &

Lon

g Te

rm- R

educ

ed le

vels

of

cong

estio

n

- Im

prov

ed b

usin

ess

effic

ienc

y

- Red

uced

em

issi

ons

- Im

prov

ed h

ealth

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

12

88

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

TRAVELWISE

Hea

lth lo

catio

ns, b

ehav

iour

cha

nge

mar

ketin

g an

d tr

avel

pla

ns

3, 4

, 5C

ontin

ue t

o de

velo

p Sm

arte

r C

hoic

e w

ork

with

the

hea

lth

sect

or

- Im

prov

ed a

cces

s to

hea

lth s

ervi

ces

- Im

prov

ed h

ealth

and

wel

l-bei

ng

Pers

onal

Tra

vel p

lann

ing

- D

evel

op

inno

vativ

e pr

ogra

mm

es t

o pr

ovid

e pe

rson

alis

ed t

rave

l pla

nnin

g to

a

grea

ter

amou

nt o

f pe

ople

, in

part

icul

ar w

ith d

isad

vant

aged

co

mm

uniti

es.

2, 3

, 4, 5

Shor

t &

Lon

g Te

rm- I

mpr

oved

acc

ess

to e

mpl

oym

ent,

ed

ucat

ion

and

leis

ure

oppo

rtun

ities

- Exp

and

trav

el h

oriz

ons

- Com

bat

pote

ntia

l low

cos

t se

cond

- h

and

car

use

- Im

prov

e he

alth

- S

afer

nei

ghbo

urho

ods

Publ

ic t

rans

port

mar

ketin

g -

Con

tinue

to

prom

ote

publ

ic

tran

spor

t as

a s

usta

inab

le m

ode,

an

d as

par

t of

mul

ti m

odal

jo

urne

ys a

nd w

ork

with

ope

rato

rs

on m

arke

ting.

2, 3

, 4, 5

Shor

t &

Lon

g Te

rm- E

ffic

ient

mov

emen

t of

peo

ple

- Re

duce

d co

nges

tion,

car

bon

emis

sion

s

and

bett

er a

ir qu

ality

- Im

prov

ed a

cces

s to

em

ploy

men

t,

educ

atio

n an

d le

isur

e op

port

uniti

es

Supp

ort

rail

stat

ion

trav

el p

lans

and

in

terv

entio

ns.

2, 3

, 4, 5

Shor

t Te

rm- A

mor

e ac

cess

ible

rai

l net

wor

k an

d re

duce

car

trip

s fo

r th

is, o

ften

, sho

rt

trip

- Eff

icie

nt m

ovem

ent

of p

eopl

e - I

mpr

oved

acc

ess

to e

mpl

oym

ent,

ed

ucat

ion

and

leis

ure

oppo

rtun

ities

Sc

hool

beh

avio

ur c

hang

e m

arke

ting

and

Trav

el P

lans

. Lin

k w

ith h

ealth

and

edu

catio

n se

ctor

s to

add

ress

com

mon

obj

ectiv

es.

2, 3

, 4, 5

Shor

t/Lo

ng T

erm

- Add

ress

es m

ultip

le o

bjec

tives

- Max

imis

es r

esou

rces

- A

ddre

sses

mul

tiple

obj

ectiv

es.

Mor

e ef

fect

ive

info

rmat

ion

prov

isio

n fo

r gr

eate

r up

take

of

sust

aina

ble

mod

es

- Im

prov

es h

ealth

and

acc

essi

bilit

y Im

prov

ed a

cces

s to

edu

catio

n

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

2

89

Mo

de/

A

rea

Inte

rven

tio

n

Ad

dre

sses

G

oal

s

Sho

rt/

Lon

g T

erm

An

tici

pat

ed O

utc

om

es

TRAVELWISE

- R

educ

es le

vels

of

cong

estio

n - R

educ

ed e

mis

sion

s

- Im

prov

ed h

ealth

Cyc

ling

and

wak

ing

mod

es

prom

oted

and

mar

kete

d to

all.

W

ork

with

hea

lth s

ecto

r on

co

mm

on o

bjec

tives

2, 3

, 4, 5

Sh

ort/

Long

Ter

m

- Add

ress

es m

ultip

le o

bjec

tives

- Max

imis

es r

esou

rces

- A

ddre

sses

mul

tiple

obj

ectiv

es.

Mor

e ef

fect

ive

info

rmat

ion

prov

isio

n fo

r gr

eate

r up

take

of

sust

aina

ble

mod

es

- Im

prov

es h

ealth

and

acc

essi

bilit

y Re

duce

d em

issi

ons.

Impr

oved

hea

lth

- Gre

ater

leve

ls o

f ac

cess

ibili

ty

- Eff

icie

nt m

ovem

ent

of p

eopl

e - I

mpr

oved

qua

lity

of li

fe

In c

onju

nctio

n w

ith t

he h

ealth

and

ot

her

sect

ors,

con

tinue

to

prov

ide

cycl

e an

d w

alki

ng m

aps,

gui

des

and

enab

ling

info

rmat

ion

and

have

gr

eate

r em

phas

is o

n us

e of

onl

ine

and

digi

tal r

esou

rces

.

2, 3

, 4, 5

Shor

t &

Lon

g Te

rm- A

ddre

sses

mul

tiple

obj

ectiv

es

- Max

imis

es r

esou

rces

- A

ddre

sses

mul

tiple

obj

ectiv

es

- Mor

e ef

fect

ive

info

rmat

ion

prov

isio

n fo

r gr

eate

r up

take

of

sust

aina

ble

mod

es

- Im

prov

es h

ealth

and

acc

essi

bilit

y D

evel

op a

nd im

plem

ent

a st

anda

rdis

ed a

ppro

ach

to t

he

mon

itorin

g an

d ev

alua

tion

of C

O2

and

air

qual

ity im

pact

s of

sm

arte

r ch

oice

s pr

ogra

mm

es

2Sh

ort

Term

- Im

prov

e ev

iden

ce-b

ase

for

‘Sm

arte

r C

hoic

es’ p

rogr

amm

es a

nd b

ette

r un

ders

tand

ing

of m

ost

effe

ctiv

e m

easu

res

- Im

prov

es a

cces

sibi

lity

- Im

prov

es h

ealth

90

LTP3

Pre

ferr

ed S

trat

egy

Ta

ble

13

Tab

le 1

3: S

um

mar

y o

f ac

tio

ns

to s

up

po

rt d

isad

van

tag

ed c

om

mu

nit

ies

Ad

dre

ssin

g D

isad

van

tag

e A

thi

rd o

f al

l Mer

seys

ide

resi

dent

s liv

e in

a d

isad

vant

aged

are

a. T

hese

are

the

are

as o

f M

erse

ysid

e th

at a

re in

the

top

10%

of

the

natio

nal I

ndex

of

Mul

tiple

D

epriv

atio

n an

d ar

e ch

arac

teris

ed b

y hi

gh u

nem

ploy

men

t, lo

w c

ar o

wne

rshi

p, lo

w h

ouse

hold

inco

me,

poo

r he

alth

and

edu

catio

nal a

chie

vem

ent,

poo

rest

hou

sing

an

d en

viro

nmen

tal c

ondi

tions

and

the

low

est

spen

ding

pow

er.

It is

dis

adva

ntag

ed a

reas

tha

t su

ffer

mos

t fr

om t

he im

pact

s of

tra

nspo

rt. C

halle

nges

and

Opp

ortu

nitie

s se

t ou

t th

e di

spar

ity b

etw

een

the

mob

ility

ric

h ar

eas

and

disa

dvan

tage

d ar

eas

whe

re t

he c

osts

of

tran

spor

t re

stric

t ab

ility

to

trav

el a

nd w

here

som

e of

the

wor

st im

pact

s of

tra

nspo

rt in

rel

atio

n to

air

qual

ity a

nd t

raff

ic

acci

dent

s ar

e m

ost

keen

ly f

elt.

H

ere

we

set

out

a su

mm

ary

of o

ur in

terv

entio

ns u

nder

eac

h of

the

LTP

goa

ls o

n ho

w w

e in

tend

to

addr

ess

the

impa

cts

of t

rans

port

on

disa

dvan

tage

d co

mm

uniti

es.

Go

al 1

: En

sure

th

e tr

ansp

ort

sys

tem

su

pp

ort

s th

e p

rio

riti

es o

f th

e Li

verp

oo

l Cit

y R

egio

n a

nd

its

Loca

l Str

ateg

ic P

artn

ersh

ips

Wel

l pla

nned

tra

nspo

rt s

ervi

ces

can

cont

ribut

e to

del

iver

ing

LDF

and

LSP

prio

ritie

s an

d ca

n he

lp b

uild

str

onge

r an

d sa

fer

com

mun

ities

, hea

lthie

r ch

ildre

n an

d yo

ung

peop

le, e

qual

ity a

nd s

ocia

l inc

lusi

on, s

usta

inab

ility

and

bet

ter

loca

l eco

nom

ies.

(See

Ann

exe

One

) •

Inte

grat

ion

of t

he L

TP w

ith e

ach

loca

l aut

horit

y’s

Loca

l Dev

elop

men

t Fr

amew

ork

to e

nsur

e ne

w d

evel

opm

ents

are

acc

essi

ble

to a

ll. T

his

will

pro

vide

a r

obus

t pl

anni

ng f

ram

ewor

k th

at li

nks

tran

spor

t w

ith f

utur

e de

velo

pmen

ts t

hat

can

sign

ifica

ntly

impr

ove

acce

ssib

ility

. •

Clo

ser

colla

bora

tion

with

Loc

al S

trat

egic

Par

tner

ship

s to

hel

p th

em d

eliv

er t

heir

com

mun

ity s

trat

egie

s.

Go

al 2

: Pro

vid

e an

d p

rom

ote

a c

lean

an

d lo

w c

arb

on

tra

nsp

ort

sys

tem

Tr

ansp

ort

emis

sion

s ar

e hi

gher

in t

he v

icin

ity o

f di

sadv

anta

ged

com

mun

ities

. Th

is r

efle

cts

the

fact

tha

t ro

utes

car

ryin

g hi

gh v

olum

es o

f tr

affic

run

thr

ough

or

pass

by

dis

adva

ntag

ed c

omm

uniti

es.

Thes

e in

terv

entio

ns w

ill s

igni

fican

tly im

prov

e ai

r qu

ality

in a

nd a

roun

d di

sadv

anta

ged

area

s w

ith t

he c

onse

quen

ce b

enef

its t

o he

alth

. •

Trav

elW

ise

to c

ontin

ue t

o su

ppor

t sm

arte

r ch

oice

s an

d be

havi

oura

l cha

nge

prog

ram

mes

, par

ticul

arly

aro

und

com

mut

ing

and

busi

ness

tra

vel w

hich

are

oft

en

sing

le-o

ccup

ancy

trip

s, e

duca

tion

trip

s w

hich

con

trib

ute

sign

ifica

ntly

to

peak

s du

ring

am a

nd p

m, a

nd s

hort

trip

s th

at c

an s

hift

fro

m c

ar t

o cy

clin

g an

d w

alki

ng

• Su

ppor

t th

e tr

ial o

f in

nova

tive

fuel

s an

d te

chno

logi

es.

• W

ork

with

bus

, tax

i and

fre

ight

fle

et o

pera

tors

to

prom

ote

best

pra

ctic

e an

d to

impr

ove

envi

ronm

enta

l per

form

ance

. G

oal

3: E

nsu

re t

he

tran

spo

rt s

yste

m p

rom

ote

s an

d e

nab

les

imp

rove

d h

ealt

h a

nd

wel

lbei

ng

W

e ne

ed t

o de

liver

impr

oved

air

qual

ity a

ddre

ss h

ealth

ineq

ualit

ies

in d

isad

vant

aged

are

as a

s w

ell a

s im

prov

ed a

cces

s to

key

opp

ortu

nitie

s an

d se

rvic

es s

uch

as

empl

oym

ent,

hea

lthca

re, s

hopp

ing

and

educ

atio

n. R

oad

traf

fic a

ccid

ents

(par

ticul

arly

am

ong

child

ren)

are

hig

her

in d

isad

vant

aged

are

as t

han

mor

e af

fluen

t ar

eas.

The

intr

oduc

tion

of m

easu

res

to r

educ

e or

slo

w d

own

traf

fic w

ill c

reat

e sa

fer

road

s an

d en

cour

age

mor

e w

alki

ng a

nd c

yclin

g an

d th

eref

ore

impr

ove

heal

th.

LT

P3 P

refe

rred

Str

ateg

y

Tab

le 1

3

91

• Su

ppor

t an

inno

vativ

e fr

ee c

ycle

/ cyc

le r

ecyc

ling

sche

me

for

thos

e w

ith m

ost

need

. •

Trav

elW

ise

to d

evel

op t

arge

ted

prog

ram

me

at d

isad

vant

aged

com

mun

ities

in c

onju

nctio

n w

ith h

ealth

, edu

catio

n an

d en

viro

nmen

t se

ctor

s.

• Pr

omot

e w

alki

ng a

nd c

yclin

g m

odes

to

all.

This

will

incl

ude

trai

ning

for

chi

ldre

n as

ped

estr

ians

and

as

cycl

ists

•

Intr

oduc

e m

easu

res

to r

educ

e sp

eed

on r

esid

entia

l str

eets

incl

udin

g th

e pr

omot

ion

of a

ppro

pria

te 2

0mph

zon

es.

• D

evel

op a

n in

nova

tive

prog

ram

me

to p

rovi

de p

erso

nalis

ed t

rave

l pla

nnin

g to

a g

reat

er a

mou

nt o

f pe

ople

. G

oal

4: E

nsu

re t

he

tran

spo

rt s

yste

m s

up

po

rts

equ

alit

y o

f tr

avel

op

po

rtu

nit

y b

y en

suri

ng

peo

ple

can

co

nn

ect

easi

ly w

ith

em

plo

ymen

t, s

ervi

ces

and

so

cial

act

ivit

ies

We

need

to

crea

te g

reat

er o

ppor

tuni

ties

to t

rave

l, ac

cess

em

ploy

men

t an

d fo

ster

wel

l bei

ng.

We

will

be

taki

ng t

hese

for

war

d w

ith a

our

par

tner

s fr

om t

he C

ity

Empl

oym

ent

Stra

tegy

, Loc

al S

trat

egic

Par

tner

ship

s, b

us, t

axi a

nd c

omm

unity

tra

nspo

rt o

pera

tors

, the

hea

lth s

ecto

r an

d th

e ed

ucat

ion

sect

or.

• Ex

pand

ing

the

rang

e of

pub

lic t

rans

port

ser

vice

s by

exa

min

ing

the

role

of

taxi

and

oth

er o

pera

tors

bac

ked

up b

y a

netw

ork

of n

eigh

bour

hood

bas

ed

info

rmat

ion

serv

ices

. •

Exam

ine

the

pote

ntia

l for

the

intr

oduc

tion

of n

ew c

once

ssio

nary

tic

kets

for

dis

adva

ntag

ed g

roup

s su

ch a

s po

st 1

6 le

arne

rs, j

ob s

eeke

rs.

• D

evel

op s

yste

ms

for

mak

ing

exis

ting

per-

paid

tic

kets

mor

e af

ford

able

to

disa

dvan

tage

d gr

oups

. Th

is w

ill p

rimar

ily b

e de

liver

ed t

hrou

gh t

he in

trod

uctio

n of

sm

artc

ard

ticke

ting.

•

Expa

nd t

he q

ualit

y an

d ra

nge

of in

form

atio

n of

info

rmat

ion

curr

ently

pro

vide

d.

• Pu

t in

pla

ce a

com

preh

ensi

ve M

erse

ysid

e w

ide

Trav

el T

rain

ing

prog

ram

me.

•

Con

tinue

to

prov

ide

cycl

es t

o th

ose

on lo

w in

com

es w

hene

ver

poss

ible

to

expa

nd t

rave

l hor

izon

s of

dis

adva

ntag

ed g

roup

s.

Go

al 5

: En

sure

th

e tr

ansp

ort

net

wo

rk s

up

po

rts

the

eco

no

mic

su

cces

s o

f th

e LC

R b

y th

e ef

fici

ent

mo

vem

ent

of

peo

ple

an

d g

oo

ds

Thes

e in

terv

entio

ns w

ill d

evel

op n

ew a

nd in

nova

tive

solu

tions

to

addr

ess

affo

rdab

ility

, acc

essi

bilit

y an

d av

aila

bilit

y of

pub

lic t

rans

port

to

impr

ove

acce

ss t

o se

rvic

es

and

oppo

rtun

ities

for

dis

adva

ntag

ed g

roup

s.

• Im

plem

enta

tion

of p

olic

es f

or s

choo

l tra

nspo

rt, s

uppo

rted

bus

pro

visi

on a

nd M

erse

ylin

k se

rvic

e.

• Th

e de

velo

pmen

t of

a n

ew s

tyle

of

pre-

paid

tic

ketin

g pr

oduc

t lin

ked

to s

mar

tcar

ds.

• Th

e de

velo

pmen

t of

a n

ew b

us b

ased

rea

l tim

e in

form

atio

n sy

stem

and

the

use

of

soci

al m

edia

and

oth

er w

eb t

ools

to

diss

emin

ate

bus

info

rmat

ion

in a

ta

rget

ed w

ay.

• By

inte

grat

ing

the

Frei

ght

Stra

tegy

into

the

land

use

pla

nnin

g pr

oces

s th

e de

velo

pmen

t of

sig

nific

ant

frei

ght

loca

tions

will

be

enco

urag

ed in

are

as a

cces

sibl

e to

a

wor

kfor

ce b

y su

stai

nabl

e tr

ansp

ort.

G

oal

6: M

ain

tain

ou

r as

sets

to

a h

igh

sta

nd

ard

Ro

ad t

raff

ic a

ccid

ents

are

hig

her

in d

isad

vant

aged

are

as t

han

mor

e af

fluen

t ar

eas.

The

intr

oduc

tion

of m

easu

res

to r

emov

e or

slo

w d

own

traf

fic w

ill c

reat

e sa

fer

road

s an

d en

cour

age

mor

e w

alki

ng a

nd c

yclin

g an

d th

eref

ore

impr

ove

heal

th.

• Th

e in

trod

uctio

n of

mea

sure

s to

rem

ove

spee

ding

mot

oris

ts f

rom

our

res

iden

tial s

tree

ts.


Question 9

Table 11 sets out short term and long term action in support of each of our goals. In overall terms to what extent do you agree or disagree with the short and long-term actions? Please use the accompanying or online questionnaire to answer this question

Question 10

To what extent do you agree or disagree with the suggested actions to support transport activities? (Table 12) Please use the accompanying or online questionnaire to answer this question

Question 11

To what extent of you agree or disagree with our suggested actions for supporting disadvantaged communities? (Table 13) Please use the accompanying or online questionnaire to answer this question

Chapter Six Next Steps


6.1 We had a very large measure of interest and support when we invited comments and suggestions to ‘Challenges and Opportunities’, in March this year. It proved an invaluable means of allowing everybody to have a say on Merseyside’s future transport provision. A number of suggestions arising from that consultation are reflected in this draft Preferred Strategy

6.2 This draft Preferred Strategy marks the next stage of our work. It is a starting

point for further discussion and debate about the best future direction for transport in Merseyside. A number of important issues which will shape our future strategy, including funding will only become clearer over the next few months. It is important that we remain flexible and open minded to change.

6.3 We want to develop a transport strategy for Merseyside that supports the

objectives of our city region and the aspirations of our communities, and engaging with our stakeholders across Merseyside is central to this. We hope that those organisations that support our Strategy will ‘sign up’ to LTP3, so that it reflects the widespread partnership essential for successful delivery in the years ahead.

6.4 We will be consulting widely on the proposals with organisations and the community across Merseyside. This will take place until 30th November this year.

6.5 We will then take full account of all the comments that have been made, and

will publish these on our website, showing our response to comments and how they have been taken forward.

6.6 The Integrated Transport Authority, will take full account of this consultation and

other factors before it adopts the new LTP in the early part of 2011, prior to it coming into operation on April, 1st 2011.


Throughout this report we have asked a number of questions. These are now listed collectively below; Q1 Following our spring consultation on LTP3 Challenges and Opportunities we have

renewed our vision and our definition of the “New Mobility Culture” concept. To what extent do you agree or disagree with our Vision, and our approach to creating a New Mobility Culture? (paragraphs 2.1 to 2.10)

Q2 Following our spring consultation on LTP3 Challenges and Opportunities we have also

renewed our goals and in paragraph 4.29 we explain why these are important. To what extent do you agree or disagree that these goals are our priorities?

Q3 In response to the feedback we received in the spring consultation we have provided an

updated view on the challenges and opportunities underscoring our Preferred Strategy (Table 6). To what extent do you agree or disagree with our updated view?

Q4 To what extent do you agree or disagree with our view that these three key principles

should underpin our Preferred Strategy? (paragraph 5.2) Q5 To what extent do you agree or disagree with the Policy Focus elements of the

Preferred Strategy? (paragraph 5.3a) Q6 To what extent do you agree or disagree with the Delivery Focus elements of the

Preferred strategy? (paragraph 5.3b) Q7 Thinking about future developments in the Merseyside region we set out some

principles that we believe need to be attached to any future transport requirements in paragraph 5.9. To what extent do you agree or disagree with the principles we have suggested?

Q8 We have developed a number of shorter-term implementation actions to support the

Preferred Strategy. To what extent do you agree or disagree with these key actions? (paragraph 5.13)

Q9 Table 11 sets out short term and long term action in support of each of our goals.

To what extent do you agree or disagree with the short and long-term actions?

Q10 To what extent do you agree or disagree with the suggested actions to support transport activities? (Table 12)

Q11 To what extent of you agree or disagree with our suggested actions for supporting

disadvantaged communities? (Table 13)


To answer these questions online please visit www.TransportMerseyside.org If you would prefer to respond to us in writing, please use the questionnaire enclosed. If there is one missing and you require one, please contact [email protected] Post your comments on the questions above to: LTP3 Preferred Strategy Consultation Freepost RLUB-HJZA-RZSZ Merseyside LTP Support Unit 24 Hatton Garden Liverpool L3 2AN Your contact details will be held in accordance with the Data Protection Act 1998 and not used for any other purposes than for this consultation. Your name and details will remain confidential unless you give us permission to make them public. However please note that all representations will be made publicly and therefore, cannot be treated as confidential.


mailto:[email protected]�


This information is available in other languages on request from; Merseyside LTP Support Unit 24 Hatton Garden Liverpool L3 2AN Tel: 0151 330 1294 Fax: 0151 330 1190 Email: [email protected]

mailto:[email protected]�

Further Information


References

Summary

Ref 1 Bus Services Operators Grant Department for Transport May 2002

Ref 2 ‘The Big Society’ HM Government July 2010

Ref 3 Local Enterprise Partnerships HM Government June 2010

Ref 4 ‘Challenges & Opportunities’ LTP3 First Stage Consultation Document Merseyside Transport Partnership

May 2010

Ref 5 Liverpool SuperPort The Mersey Partnership

June 2008

Ref 6 Port Masterplan Peel Ports

Autumn 2010

Ref 7 Sustainable Travel City Bid Merseyside Transport Partnership July 2009

Ref 8 Your Introduction to 2010 in Liverpool and Merseyside Liverpool Primary Care Trust

December 2009

Chapter One: Introduction

Ref 9 Multi Area Agreement Liverpool City Region

September 2009

Chapter Two: Our Vision and Goals

Ref 10 Health is WealthLCR Health is Wealth Commission

September 2008

Ref 11 The Future of Urban Transport Department for Transport

November 2009

Ref 12 Building a Positive Future for Bristol after Peak Oil The Bristol Partnership

2010

Ref 13 Updated Emission Projections 2010 – Annex F: Fossil Fuel & Retail Price Assumptions Department of Energy & Climate Change

June 2010

Ref 14 The Economic Impact of EU & UK Climate Change Legislation on Liverpool & the LCR Regeneris Consulting/Quantum Strategy & Technology

June 2009

Ref 15 Envirolink Northwest Sector Analysis Envirolink Northwest

2010

Ref 16 “We must abandon oil before its too late” – The Observer 13 June 2010 Sir David King, former chief scientific advisor to the Government 2000-2007

June 2010

Ref 17 Our Cities Ourselves: 10 Principles for Transport in Urban Life Institute for Transportation & Development Policy June 2010

Ref 18 Plugged-in Places Department for Transport July 2009

http://www.dft.gov.uk/pgr/regional/buses/busgrants/bsog/busserviceoperatorsgrantbsog3542�

http://www.conservatives.com/News/Speeches/2009/11/David_Cameron_The_Big_Society.aspx�

http://www.letstravelwise.org/files/411339732_2010 06 - HM Gov - LEP Letter.pdf�

http://www.letstravelwise.org/files/1420642387_Building A New Mobility Culturefinal (2007).pdf�

http://www.letstravelwise.org/files/1951904311_2008 06 - SuperPort.pdf�

http://www.letstravelwise.org/files/1069650863_2009 07 - MTP - Sustainable Travel City Bid.pdf�

http://www.2010healthandwellbeing.org.uk/index.php�

http://www.letstravelwise.org/files/876294912_2009 06 - LCR - MAA (Transport Platform).pdf�

http://www.liv.ac.uk/ihia/IMPACT Reports/HIW_Final_Report_sml.pdf�

http://www.letstravelwise.org/files/86073829_2009 11 - DfT - Future of Urban Transport.pdf�

http://www.letstravelwise.org/files/281714263_2010 - Bristol Prtnrshp - Future for Bristol after Peak Oil.pdf�

http://www.decc.gov.uk/en/content/cms/statistics/projections/projections.aspx�

http://www.decc.gov.uk/en/content/cms/statistics/projections/projections.aspx�

http://www.letstravelwise.org/files/2008073055_2009 06 - Economic Impact of EU UK Climate Change Leglislation.pdf�

http://www.letstravelwise.org/files/2008073055_2009 06 - Economic Impact of EU UK Climate Change Leglislation.pdf�

http://www.letstravelwise.org/files/435826322_OB-13-06-10.pdf�

http://www.letstravelwise.org/files/1218171675_2010 06 - ITDP - Our Cities Ourselves (r).pdf�

http://www.letstravelwise.org/files/1601338681_2009 07 - DfT - Plugged-In Places Guidance.pdf�


Ref 19 Low Carbon Transport: A Greener Future Department for Transport July 2009

Ref 20 New Heartlands

Ref 21 Liverpool City Region Employment & Skills Strategy and Commissioning Framework - Final Report Liverpool City Region

February 2010

Ref 22 WorkWise Merseyside

Ref 23 Cycle Training Evaluation Research 2009 Mott MacDonald April 2009

Ref 24 Grey to Green Campaign CABE November 2009

Ref 25 Portland Bicycle Plan for 2030 Portland City Council February 2010

Chapter Three: Changing times – The emerging national and local framework

Ref 26 The Coalition: our programme for government HM Government May 2010

Ref 27 Future Northwest: Our Priorities4NW/NWDA August 2010

Ref 28 The Mersey Partnership

Ref 29 Regional Growth Fund HM Government

July 2010

Chapter Four: Meeting the needs of Merseyside

Ref 30 Bus Board Comprising Merseytravel, the five Merseyside Local Authorities and bus operators

Ref 31 Merseyside LTP3 Evidence Base Review Mott MacDonald

March 2010

Ref 32 SCHLAA Reviews (Undertaken by each Merseyside local authority)

Ref 33 Places Study Overview ReportPion Economics August 2009

Ref 34 TEMpro Department for Transport January 2006

Ref 35 Annual Progress Report 2009/10 Merseyside Transport Partnership Autumn 2010

Ref 36 Merseyside Strategic Model Mott MacDonald April 2006

http://www.letstravelwise.org/files/1377813916_2009 07 - DfT - Low Carbon Transport-A Greener Future.pdf�

http://www.newheartlands.co.uk/�

http://www.letstravelwise.org/files/1020783435_2010 02 - CES Employment & Skills Strategy.pdf�

http://www.letstravelwise.org/files/1020783435_2010 02 - CES Employment & Skills Strategy.pdf�

http://www.workwisemerseyside.org/�

http://www.letstravelwise.org/files/1570778865_2009 04 - Motts - Cycle Training Evaluation Research 2009.pdf�

http://www.letstravelwise.org/files/1056430117_2009 11 - CABE - Grey to Green.pdf�

http://www.portlandonline.com/transportation/index.cfm?c=44597&a=289122�

http://www.letstravelwise.org/files/1486900297_2010 05 - HMG - Coalition Government Programme.pdf�

http://www.letstravelwise.org/files/857846592_2010 08 - Future Northwest - Our Priorities.pdf�

http://www.merseyside.org.uk/�

http://www.letstravelwise.org/files/997008979_2010 07 - HMG - Regional Growth Fund Consultation.pdf�

http://www.letstravelwise.org/files/468418355_2010 03 - Motts - Evidence Base.pdf�

http://www.letstravelwise.org/files/1390535260_2009 08 - Pion - Places Study.pdf�

http://www.dft.gov.uk/pgr/economics/software/tempro/integratedtransporteconomics3169�

http://www.letstravelwise.org/files/1258214933_LTP 2006-2011 Appendix 18.pdf�


Acronyms AQMA Air Quality Management Area BSF Building Schools for the Future BSOG Bus Services Operators Grant CC County Council CE Cambridge Econometrics CES City Employment Strategy CWS Countywide Household Survey DaSTS Delivering a Sustainable Transport System DECC Department of Energy & Climate Change DfT Department for Transport FQP Freight Quality Partnership GONW Government Office North West GVA Gross Value Added HAMP Highway Asset Management Plan HGV Heavy Goods Vehicle ITA Integrated Transport Authority ITB Integrated Transport Block ITS Intelligent Transport Systems LAA Local Area Agreement LCC Liverpool City Council LCR Liverpool City Region LDF Local Development Framework LEP Local Enterprise Partnership LES Low Emission Strategy LGM Let’s Get Moving LGV Low Goods Vehicle LJLA Liverpool John Lennon Airport LSP Local Strategic Partnership LTP Local Transport Plan MAA Multi Area Agreement MBC Metropolitan Borough Council MITA Merseyside Integrated Transport Authority NWDA North West Development Agency PRN Principal Road Network RFA Regional Funding Allocation SHLAA Strategic Housing & Land Availability Assessment SOA Super Output Area SPD Supplementary Framework Document SQP Statutory Quality Partnership TAMP Transport Asset Management Plan TMP The Mersey Partnership VFM Value for Money

The Merseyside Local Transport Plan (LTP) aims to give Merseyside a safer, sustainable, efficient and integrated transport network, accessible to all. The Merseyside Transport Partnership consists of Merseytravel and the five district councils of Merseyside - Knowsley, Liverpool, Sefton, St Helens, and Wirral. The LTP Support Unit co-ordinates LTP activity on behalf of the Partnership. TravelWise is the partnership’s campaign to help people on Merseyside make sustainable transport choices - public transport, walking, cycling and using cars wisely.

www.TransportMerseyside.org

a new mobility culture for merseyside the third local transport...

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