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Car parks are an essential piece of infrastructure associated with the road networks, yet\ud commonly available traffic assignment models do not to explicitly integrate them into the\ud modelling process. This research attempts to integrate the choice of car parks in urban areas\ud into the travellers’ route choice and incorporates both the route and car park choice in a joint\ud modelling framework of traffic assignment based on equilibrium approach. This paper\ud illustrates the implementation of the model in a commonly used standard suite of traffic\ud assignment software. The proposed method considers multiple user classes - commuter and\ud non-commuter flows, and involves modelling the demand for short stay and long stay car\ud parks over multiple departure periods. A special search time delay function has been\ud developed to represent the disutility in searching for a place in a car park, which is integrated\ud further into the function of generalised cost of travel. This technique has been successfully\ud applied to study the choice of car parks in the case of a simple hypothetical network. Another\ud larger numerical example illustrates the case of managing the demand between two car parks\ud in Leeds, England.

Integration as a principle in urban transport policy is frequently advocated but rarely defined. We suggest a range of types of integration, and highlight the problems in developing an effective integrated strategy, given the number of variables involved. We argue that integration should be designed to serve agreed objectives of transport policy, rather than being an objective in its own right.\ud We then consider the principles for designing an effective integrated strategy. We define the concept of synergy, which is often advocated as a benefit of integration, and discuss whether it, and other aggregation benefits short of true synergy, are achievable. We then consider the alternative approach of using integration to overcome barriers, an approach which is likely to be in conflict with pursuit of synergy, but more likely to lead to readily implemented strategies.\ud We then review a number of examples where these principles have been applied, and investigate them to assess whether synergy has been demonstrated. Generally we find little evidence of synergy in outcome indicators. We conclude with some more general guidance on approaches to integration.

This paper describes local government decision-making in transport in three areas of the UK, London, West Yorkshire and Edinburgh, in which major changes in local government decision-making structures have taken place over the last decade, and between which arrangements are now very different. The research discusses whether institutional change has had a beneficial or adverse effect, and whether any of the current structures provides a more effective framework for policy development and implementation. The results show that although the sites share a broadly common set of objectives there are differences in devolved responsibilities and in the extent to which various policy options are within the control of the bodies charged with transport policy delivery. The existence of several tiers of government, coupled with the many interactions required between these public sector bodies and the predominantly private sector public transport operators appears to create extra transactional barriers and impedes the implementation of the most effective measures for cutting congestion. There is, however, a compelling argument for the presence of an overarching tier of government to organise travel over a spatial scale compatible with that of major commuter patterns. The extent to which such arrangements currently appear to work is a function of the range of powers and the funding levels afforded to the co-ordinating organisation.

The aim of the paper is to provide a number of recommendations for use of transport and land use planning models in the formulation of local transport plans. It is based on a study of Local Transport Plans (LTPs) in England. LTPs are required by central government (Department for Transport) as part of its process of allocating funds to local authorities. The first round of LTPs (for which 85 authorities submitted plans) was carried out in 1999-2000 and the next round will be required in 2005. Authorities are also required to produce Annual Progress Reports (APRs) summarising the progress made towards meeting the objectives laid out in the LTP. The research was carried out in two stages, the first being a review of current guidance, publicly available Local Transport Plans and other relevant material, the second being a series of case study interviews with five local authorities. From these two processes a number of recommendations on modelling requirements and use of models were put forward classified by the size of the local authority

The paper reports on the development of UK transport targets for CO2 emissions for 2050. Five key studies containing future carbon emissions scenarios for the UK were used to establish targets for overall reductions in emissions to achieve stabilisation at 550 ppm and 450 ppm of atmospheric CO2. Two approaches were used to consider the proportion of total emissions that would be attributable to transport in the future: 26% of total emissions as now and an increase to 41% of total emissions in line with forecasts. The overall targets and expected contributions from transport were used to derive target emissions for the transport sector to be achieved by 2050, which ranged from 8.2 MtC to 25.8 MtC. Even the weakest of these targets represents a considerable reduction from current emissions levels.

The material in this Working Paper was generated as input to DETR's Guidance on the Methodology for Multi Modal Studies (GOMMMS). DETR subsequently decided only to provide summary information on transport policy measures, and to leave the consultants involved in individual multi modal studies to make their own assessment of individual policy measures in the context of specific study areas. It has been decided to make this fuller document available as a reference source. The purpose of the review of policy measures was to provide summary information on the range of policy measures available, experience of their use and, based on past studies, their potential contribution to the range of policy objectives specified for GOMMMS. The review was based on an earlier one included in the Institution of Highways and Transportation's Guidelines on Developing Urban Transport Strategies (1996). This material was updated using references published since 1996 and expanded to cover policy measures relevant in inter-urban areas. It had been intended to circulate it for comment before publishing a revised version. However, DETR decided to use an abridged version before this consultation was complete. It should be borne in mind that this document has not, therefore, undergone the peer assessment which had been intended. To avoid unnecessary further work, the material is presented as it had been drafted for the GOMMMS Guidance document. The only modifications have been to change the chapter and paragraph numbers, and to remove the cross references to other parts of the Guidance document.

EXECUTIVE SUMMARY\ud \ud This Final Report covers the results of the EU-funded research project FATIMA (Financial Assistance for Transport Integration in Metropolitan Areas) which had the following objectives: \ud \ud (i) to identify the benefits to the private sector of optimal urban transport strategies, and the potential for obtaining private sector funding to reflect those benefits; \ud \ud (ii) to determine the differences between strategies optimised using public funds and those optimised within the constraints imposed by private funding initiatives; \ud \ud (iii) to propose mechanisms by which private sector funding can be provided so as to achieve appropriately optimal transport strategies while maintaining quality of operation; and \ud \ud (iv) to use the results to provide more general guidance on the role of private sector funding for urban transport in the EU. \ud \ud The project adopted an approach which involved the application of the same study method to nine cities, chosen to reflect a range of urban transport policy contexts in Europe: Edinburgh, Eisenstadt, Helsinki, Merseyside, Oslo, Salerno, Torino, Tromsø and Vienna. This method involved specifying appropriate policy objective functions against which transport strategies could be assessed, and finding the specific strategy that optimised each of these functions. The objective functions covered a range of differing regimes with respect to constraints on public finance and the involvement of the private sector. \ud \ud \ud It was found that, in a majority of the case study cities, optimal socio-economic policies could be funded by road pricing or increased parking charges, considered over a 30 year time horizon. Such measures would typically be used to make it feasible to increase public transport frequency levels or decrease public transport fares. In general it was found to be important that the city transport planning authority had complete control over all transport measures, affecting both private and public transport. \ud \ud However, such strategies are likely to require significant levels of investment and, given current attitudes towards constraints on public spending, it might be politically awkward for the public sector to raise such finance. There is thus a potentially useful role for private finance to be used to help overcome such (short term) financing problems. However, it must be appreciated that the private sector will expect to make a profit on such investment. In cities where optimal policies are funded by travellers, the private sector can be reimbursed by travellers. In cities where it is unfeasible for travellers to fund all the costs of optimal policies, it will be necessary for the private sector to be reimbursed from public funds (raised from taxes). An important issue here is that the use of private finance should not be allowed to replace optimal policies with sub-optimal policies. \ud \ud \ud Whether or not the private sector is involved in financing a strategy, there may be interest in private sector operation of the public transport service. However, evidence on the scale of benefits or losses from such operation is unclear. If, though, a city authority decides that private operation is beneficial, it should use, where legally possible, a franchising model in which it specifies optimal public transport service levels and fares. On the other hand, if a deregulation model is required (in order to comply with national law), private operators should not be given complete freedom to determine the operating conditions which meet their profitability target, even if the level of profitability is itself constrained as a result. There are typically a number of combinations (e.g. of fares and frequency) which achieve a given level of profitability, and not all will be equally effective in terms of public policy objectives.

The final report of project FATIMA is presented in two parts. Part 1 contains a summary of the FATIMA method and sets out the key recommendations in terms of policies and optimisation methodology from both project OPTIMA and project FATIMA. Part 1 is thus directed particularly towards policy makers. Part 2 contains the details of the methodology, including the formulation of the objective functions, the optimisation process, the resulting optimal strategies under the various objective function regimes and a summary of the feasibility and acceptability of the optimal strategies based on consultations with the city authorities. This part is thus mainly aimed at the professional in transport planning and modelling.

Very few transport studies have been able to demonstrate that transport policy measures alone can improve sustainability by reducing fuel consumption and emissions below existing levels. There is therefore an increasing interest in the use of coordinated transport-land use policies, but a lack of understanding of relevant relationships. This research sought to obtain greater insight into these relationships. The main objectives were: (i) to increase our understanding of the impact of accessibility and environmental quality on individuals’ and firms’ location decisions; (ii) to use the findings of (i) to enhance a newly developed strategic transport and land use interaction model; (iii) to use the enhanced model to assess the implications for urban sustainability of the impact of transport policy on location choice; and (iv) to use the enhanced model to assess the relative performance of different combinations of transport and land use strategy. \ud \ud There were two main strands to the work. The first involved the use of a newly developed strategic transport-land use model DELTA/START to test the effects of a range of values for environmental and accessibility coefficients. The tests were based on Edinburgh, and included several combinations of road pricing, fares reductions and light rail, and an alternative land use strategy. The second strand involved a literature review and survey work undertaken in Edinburgh using a stated preference approach to identify values for environmental indicators and accessibility to feed into the model. \ud The survey work of households and businesses was successful in producing values for environmental quality and accessibility. We found that changes in air quality were valued more highly than corresponding changes in noise levels. The survey also revealed some interesting issues that merit further investigation: deteriorations in environmental quality were valued more highly than improvements, there was a greater resistance to increases in council tax beyond current levels than up to current levels and valuations were higher where conditions were worse. \ud \ud The transport strategies were predicted to induce considerable shifts in activity, with city centre populations increasing by up to 20%. However, these substantial changes in activity had relatively small impacts on the transport indicators. The results for the alternative land use scenario showed similar effects. Generally it appears, from the tests involving the strategic transport model that the effects on transport indicators of land use changes, whether induced through transport strategies or imposed through land use planning, are an order of magnitude lower than those of the transport strategies themselves. This is an important policy result since it calls into question how much can be achieved by pursuing coordinated land use and transport strategies. \ud

The overall objectives of Project OPTIMA were: \ud \ud (i) to identify optimal urban transport and land use strategies for a range of urban areas within the EU; \ud \ud (ii) to compare the strategies which are specified as optimal in different cities, and to assess the reasons for these differences; \ud \ud (iii) to assess the acceptability and feasibility of implementation of these strategies both in nine case study cities (Edinburgh, Merseyside, Vienna, Eisenstadt, Tromsø, Oslo, Helsinki, Torino and Salerno) and more widely in the EU; and \ud \ud (iv) to use the results to provide more general guidance on urban transport policy within the EU.

This Working Paper presents the results of tests of various transport policies which could potentially have a major impact on private car travel and hence gain environmental benefits at a national level. The forecasting methodology was to take OPCS population forecasts for year 2006 in 28 age/sex/area type categories, predict the car available percentage of person in each category in 2006, and then predict trip mileage growth (by three mode types for the 28 categories each subdivided into car available and car non-availahle. For the latter two predications, NTS data for 1985/6 and 1991/3 were compared and projected forward with various adjustments. The effect of individual transport policies on trip rates for individual cells was determined from results derived from other studies, coupled with a consideration of economic theory. Of the tests considered, only the tripling of fuel prices for private mode transport was ahle to hold private mode mileage in 2006 at ahout its 1992 level.

This paper describes the background and methodology employed in research funded by EPSRC to assess the effect of individual traffic control measures, both in isolation and in combination upon urban arterials. The aim of the project was to test the transferability of the techniques developed in a DRIVE II project, PRIMAVERA, to a range of different types of urban corridor. Measures can be classed into three broad categories: Congestion Management, Public Transport Priority and Traffic Calming. The scope of these measures is wide, some operating at a junction level whilst others affect the whole network. Measures from these areas are applied to a sophisticated microsimulation model of four urban arterial corridors: three in Leeds and one in Leicester. The effects of the application of individual and integrated measures are assessed in terms of their efficiency, environmental and safety impacts using a form of Multi-Criteria Analysis. Travel time and other monetary costs are also taken into consideration. This paper describes the study of two neighbouring arterials to the west of Leeds, the Otley and Kirkstall Roads. These arterials have been considered together since they are geographically close to each other. The Otley Road is the main arterial to the north west of Leeds City Centre, linking the Outer Ring Road to the Centre and is approximately 5km in length. The Kirkstall Road is to the south of the Otley Road, running west to east. The section of Kirkstall Road chosen for inclusion in this combined corridor is 3.5 km in length. The land use surrounding each corridor is primarily residential although near the city centre on the Kirkstall Road there are light industrial units. A popular district shopping centre exists halfway along the Otley Road.

A series of hypothetical corridors have been simulated, representing a range of junction spacings, capacity distribution, availability of parallel routes, bus flows and routing patterns. These have been used to test a range of traffic management measures designed to increase capacity, improve public transport operations and calm traffic. All measures have been assessed in terms of their impact on travel costs and conclusions have been drawn in terms of the appropriateness of different measures in differing contexts.