The performance of the Department for Transport - Fleet News

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Processed: 26-02-2010 19:10:26 Page Layout: COENEW [E] PPSysB Job: 442441 Unit: PAG2Ev 26Transport Committee: Evidence6. The Winter Supplementary Estimates show a total Resource AME of £4,521,204,000 (Notes to theestimate, page 103, Reconciliation of resource expenditure between Estimates, Accounts and Budgets),compared to Main Estimates Resource AME figure of £4,264,652,000, an increase of £256,552,000. VotedResource AME is rising by £52,160,000 (RFR1 Section AA). What does the non voted Resource AME increaseof £204,392,000 relate to?Response:As part of the restructuring of London and Continental Railways the Government took direct ownershipof its two finance subsidiaries, LCR Finance Company and CTRL Finance Company, which together hold£5.169 billion of bonds.The non voted Resource AME increase of £204,392,000 relates to interest payments for LCR FinanceCompany (£177,850,000) and CTRL Finance Company (£26,542,000) on the government backed loanstaken out to fund the construction of HS1. The Government assumed this debt as part of the restructuring.Questions Arising from the Autumn Performance ReportEYcient transport networks, congestion etc7. Journey times on the main roads in urban areas and on the strategic road network have fallen, in part dueto falling traYc volumes. To what extent are these improvements due to lower traYc volumes, as opposed toGovernment actions? Has the Department conducted any research into whether this modest success is likely tolead to increased traYc volumes in the future, and hence wipe out the benefits gained? How can furtherimprovements be achieved?Response:The Department’s indicator on urban congestion recognises the direct relationship between traYcvolumes and journey times, and seeks to manage a predicted increase in the level of travel withproportionately lower increases in person journey times across the ten largest urban areas in England.The first three years of the indicator (2006–07, 2007–08 and 2008–09 (provisional)) have in general seendeclining levels of both travel and journey times against the baseline of 2004–05 and 2005–06.Understanding the reasons for this performance requires an analysis of a complicated urban environment,as there are many factors that can influence both the level of travel and journey times on an urban road. Theimpact of these factors will vary from area to area and from route to route, but they include:— Economic conditions, both nationally and locally, such as growth or decline, fuel prices,employment and car ownership levels;— Network interventions. Within the indicator the ten participating areas have developed DeliveryPlans involving a wide range of interventions to improve journey times on the target routes; and— Other external factors, such as roadworks and development changes (ie a new retail or businesspark).This is an embargoed advance copy.Not to be published in any form until00:01 on Thursday 4 MarchThe Department is always seeking to improve its understanding of the influence that all these factors canhave on both journey times and the level of travel, and the direct relationship between these two measures.We are currently undertaking a study of the urban congestion programme which will help determine whetherthe current reduction in person journey times is specifically the result of lower levels of travel, theinterventions put in place by the participating areas or other external factors, such as economic conditions.This research will also provide insights into which interventions are most eVective. The work concludes inthe Spring and the final report will be shared with the urban areas who will be able to use this informationto improve their eVectiveness in identifying and tackling the causes of congestion.On the strategic road network, the 3.46 minutes per 10 vehicle miles measured level of delays to the slowest10% of journeys at September 2009 compared with the 3.90 minutes at March 2008 will reflect the reductionin traYc of around 2.4% over that period. However, the delivery target of 1.7 million vehicle hours savingsfor March 2011 is an estimate of savings that is largely independent of changes in traYc levels. As wereported, we are on track to achieve that target.Highways Agency interventions to improve journey time reliability are targeted on making better use ofthe network. Interventions focus on improving the reliability of the slowest, most disrupted journeys andimprovements are incremental in nature and spread across the network. They are designed to help road usersreach destinations on time and reduce disruption rather than oVer dramatic reductions in average journeytimes that may encourage more travel. However, any improvement to transport networks will supporteconomic growth which will, in turn, place additional demand on the transport network. Whilst there is nospecific research to examine traYc induced through improved reliability, we are not aware of evidence tosuggest there is a particular issue here.
Processed: 26-02-2010 19:10:26 Page Layout: COENEW [O] PPSysB Job: 442441 Unit: PAG2Transport Committee: Evidence Ev 27On the strategic road network, the reliability interventions to be delivered by March 2011 are beingfollowed up with a programme of managed motorways improvement schemes to 2014 and beyond throughinvestment of up to £6 billion.On traYc growth generally, the Department’s analysis indicates that even with the return of economicgrowth, traYc levels at the end of the PSA period are unlikely to be significantly higher than they were atthe start of the period. However, this will vary between diVerent regions and routes, depending on localcircumstances and the factors mentioned above. But over the long-term, with increased population,prosperity and car ownership, travel levels are expected to grow which will continue to put pressure on theroad network.Emissions8. The Government is applying to the EU for extensions to deadlines for meeting targets for levels of particulatematter and nitrogen dioxide. Why has this been necessary and what impact is it expected to have?Response:The new ambient air quality directive consolidates and simplifies most of the existing EU legislation onambient air quality, setting legally binding limits for key pollutants to protect public health and ecosystems;and introduces a new control framework for fine particulate matter based on exposure reduction. It alsoprovides for additional time to meet the limit values for PM10 and NO2, subject to Commission approvalof detailed plans setting out how this would be achieved. This is in recognition of the diYculties nearly allMember States have had in meeting the original deadlines.Since 2005 the UK has reported exceedences of the PM10 limit value in eight UK zones (includingLondon) and in April 2009 the UK submitted an application to seek exemption from the obligation tocomply with this until 2011. National projections based on a 2005 baseline year suggested that on the basisof current measures compliance would be achieved across all zones by 2011. This reflects the fact that airquality in the UK is generally good and PM10 limits have been met across 99% of the UK. Since thissubmission, the national 2008 assessment reported compliance in all zones except London and updatednational projections show a more favourable picture in 2010 than previously envisaged.The Commission published its decision on the UK notification on 11 December 2009, as it has also donefor several other Member States. Whilst this was disappointing in relation to London, Government isconfident that it can respond to the questions raised by the Commission and will resubmit its applicationwith further information as necessary, working closely with the GLA. The Mayor of London published hisdraft air quality strategy in October 2009; and this increases our confidence that air quality in London willcontinue to improve.Meeting EU limits for NO2 in the remaining areas of exceedences presents a much more significantchallenge, requiring additional action in particular to limit emissions from the transport sector in urbanareas. The limits for NO2 came into force in January 2010 and there is a risk that the UK, in common withnearly all other major Member States, may face infraction proceedings if it is unable to satisfy the EuropeanCommission that the limit value will be met by 2015. DfT is working with Defra and other stakeholders toidentify measures to reduce NO2 pollution and prepare an application for time extension to meet the EUlimit value for this pollutant by 2015.Bus and Light Rail PatronageThis is an embargoed advance copy.Not to be published in any form until00:01 on Thursday 4 March9. Bus and light rail patronage is up, but as the report acknowledges, this appears to be largely due to increasesin London, together with the extension of concessionary fare schemes. Does the Department expect thisprogress to be maintained, and what impact, if any, is increased patronage estimated to have on modal shift,and consequently on levels of congestion and emissions? Are the regional figures for 2008–09 yet available, andis the target to achieve growth in every region being met?Response:The Department welcomes the continuing rise in bus and light rail patronage. While it is true that theincrease in London has been significantly higher than the average for the country as a whole, some otherlocal authorities have also seen similar rises in patronage.Through continuing to provide consistently high levels of funding for public transport, together with newinvestment in innovative areas such as smart and integrated ticketing, the Department expects a rise in busand light rail patronage as the UK emerges from recession. For any 1% increase in bus trips there will bea 0.1% reduction in demand for car trips as a result of mode shift. This will result in a decrease in carbonemissions.Regional figures for 2008–09 will be published later in the year, and we are not able to say with confidencewhether the target to achieve growth in every region has been met. Provisional figures show, however, thatthe total patronage in England outside London has risen over this period.
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