Highways Agency

• Introduction
• Multi-Modal Studies and Other Strategies
• Route Functions and Objectives Route Functions
• Route Problems and Issues
• Route Outcomes
• Strategy Impact Statement
• Future Actions

Multi-Modal Studies and Other Strategies

After the General Election in 1997, which saw a change of Government, two documents were published that would change the method and process that trunk road schemes would be planned, appraised and delivered. The New Deal for Transport and New Deal for Trunk Roads in England set the Government's strategy for transport commitment and enhancement. In these two documents the Government introduced a variety of measures as a refrain from building new roads, including greater consultation, protecting the natural and built environments and improving integration with other transport networks.

London to South Midlands Multi-Modal Study (LSMMMS)

The London to South Midlands Multi-Modal Study (LSMMMS) was commissioned by the Government Office for the East of England and made its final report in February 2003. The LSMMMS broadly looks at transport north of the M25 to include the M1 Junction 19.

The study recommends a £4,159m package of measures designed to tackle existing and future transport problems in the South Midlands area and north of London. Based on the recommendations within the LSMMMS, the Secretary of State announced in July 2003 the following schemes to be included in the Targeted Programme of Improvements (TPI) schemes:

• Widening the M1 to dual-4 lanes between Junctions 6A to 13;
• The Dunstable Northern Bypass (A5-M1 link); and
• A421 dualling from M1 to Bedford.

(i) The M1 Widening

The M1 between Junctions 6A and 13 will be taken to dual-4 lane standard. This stretch of the M1 has been prioritised into two sections as Junctions 6A to 10 and Junctions 10 to 13. The former has been afforded the highest priority of any scheme within the study area. In the view of particularly high levels of congestion, the LSMMMS final report stated that this "should proceed at the earliest opportunity". Widening between Junctions 10 to 13 is recommended, but not in advance of Junctions 6A to 10. Once the widening between M1 Junctions 6A-10 has been completed, the status of the M10 motorway will be re-classified to the A414 principal trunk road.

(ii) Dunstable Northern Bypass

The Dunstable Northern Bypass will be the main route around Dunstable and the main access to the M1 from the A5 north of Dunstable. It provides a strategic route between the A5 and the M1.

(iii) A421 dualling from M1 to Bedford

The programme of widening will also affect adjoining roads in the proximity of the M1. The A421 will become dual-2 lane standard from M1 Junction 13 to Bedford.

(iv) M1 Junction 14

The Secretary of State has asked the HA to carry out a review of the operation of M1 Junction 14 in the light of proposed expansion of Milton Keynes-South Midlands (MKSM) and the early priority to widen the M1 up to Junction 13.

(v) Demand Management

The LSMMMS recommended the introduction of area wide road user charging post-2016. There is however little evidence of how physical demand measures such as ramp metering might work in the UK at present and it will be necessary to take into account the impact on safety and traffic flows across the road network. The Government has decided to undertake a detailed feasibility study of road pricing. Decisions on whether to implement such a regime are for the future.

(vi) Local Road Improvements

The Secretary of State has also commented on the LSMMMS recommendations in terms of local (non HA) road improvement on the following:-

A421 Milton Keynes to M1 dualling

The Secretary of State has invited Milton Keynes Council, working in partnership with neighbouring authorities to carry out further work on this proposal and submit an appraisal for consideration by the Department as part of the Local Transport Plan (LTP) process. The provision of funding will depend on the performance of the scheme against the HA's appraisal criteria.

Luton Northern Bypass (M1-A505 link)

The Secretary of State also recognises the importance of such schemes for supporting economic development in the Luton area. Part of the route passes through the Chiltern Area of Outstanding Natural Beauty (AONB) and could have an adverse environmental impact. As a result the SOS is asking Luton Borough Council (LBC) and Bedfordshire County Council (BCC) to carry out further work in liaison with the Statutory Environmental Bodies and neighbouring authorities, which will include examination of alternative options with the aim of minimising environmental impacts.

(vii) Other Local Authority Issues

The Secretary of State has encouraged the Local Authorities within the study area to work with local partners and delivery agencies to develop the following in more detail and, where appropriate, submit proposals for funding to the Department through the Local Transport Plan (LTP) process:

• A range of measures to improve public transport services and promote more sustainable travel choices (including improved bus/ rail integration, new parkway stations and measures to influence travel behaviour such as travel planning)
• Land Use planning polices

Provision of funding will depend on the performance of schemes against the government's appraisal criteria.

The Secretary of State endorses the support from the LSMMMS for promoting measures to reduce travel demand and encouraging more sustainable travel choices, which he looks to Local Authorities to take these forward. The guidance on LTPs asked Local Authorities to set out how they would work with employers, schools and other local organisations to develop travel plans. They must publish annual reports of progress on implementing their LTPs and use their powers under the development control process to require travel plans for all new developments with significant transport implications.

Finally, the Secretary of State supports the recommendation from a number of studies on the need for close integration between land use and transport policies. Current national planning policy already places a strong emphasis on locating development in appropriate locations to promote sustainable transport choices and reduce the need to travel, especially by car. The Secretary of State looks to Local Planning Authorities to locate major generators of personal travel in areas best served by public transport.

London Orbit Multi-Modal Study (ORBIT)

The London Orbital Multi Modal Study (ORBIT) was commissioned by the Government Office for the South East and made its final report in November 2002. The intention of the study was to identify causes of congestion along and approaching the M25, and recommend a preferred strategy of possible solutions to alleviate the impact of congestion on the M25.

The final Orbit study report recommended strategic measures to alleviate medium to long-term congestion problems. The report identified a number of sections and junctions of the M25 that will need widening or improvements to increase capacity for future growth. In table 12.1 of the Orbit study, the report identified that the M25 approaches to the M1 Junction are operating at or near to capacity.

The key elements as proposed by the Orbit study which relevant to this RMS is to widen the M25 between Junctions 16-23 (M40 - A1(M)) to dual-4 lane standard. This was in the main supported by the Secretary of State's announcement in July 2003. In addition, he has also accepted that widening between Junctions 23-27 (A1(M) - M11) is both feasible and justified. Subsequently, the Secretary of State for Transport has announced the two widening schemes mentioned above have entered into the Highways Agency's TPI schemes in April 2004.

M1 Junction 19 Road Based Study

The M1 Junction 19 is a key node in both the national and Trans-European highway network; it is an intersection between three major motorway and trunk roads; the M1, the M6 and the A14(T). More than 100,000 vehicles a day use this Junction. It also gives access to Swinford and Catthorpe and the minor local roads. At present it is possible to perform ten out of twelve possible turning movements at the junction; the exception is the A14 to/from the M1(S) which is not possible.

Direct merge and diverge slip roads are provided for movements between the M6 and the M1(S). Other movements are catered for by a dumbbell roundabout arrangement linked beneath the M1. There is one lane eastbound beneath the bridge and two lanes westbound. This arrangement does not currently allow for movements from/to the A14(T) to/from the M1(S).

The main issues at M1 Junction 19 relate to highway capacity, congestion and safety and the possible impact of future and planned developments on the local road network. The study has examined the problems and looked at a range of possible improvement solutions. These have been designed so that the junction can operate safely and without serious congestion well into the future. Consultations during this work have taken place with a wide group of public and private organisations, the local community and landowners. A variety of options were developed and assessed. A single 'Preferred Scheme' that addresses the problems for the long term has been selected.

A small scale improvement has recently been implemented by the HA on a short term measure. This has involved the signalisation of both the roundabouts and the re-arrangement of both dumbbell roundabouts.

In February 2003, the Secretary of State for Transport announced that the proposal has been included into the TPI schemes. It is anticipated that the construction period will be commenced during the financial year 2007/8 and will open to traffic in 2010/11.

A43/A45 Route Management Strategy

The A43/A45 RMS was completed by Carillion-URS (C/URS) on behalf of the HA and published on August 2004. There are two issues, which are pertinent to the M1/M10 RMS. They are identified as Route Outcomes 10 and 15 of the A43/A45 RMS.

Pilot Study Scheme - High Occupancy Vehicle (HOV) Lane

On 9 December 2004, the Transport Secretary, Alistair Darling announced an innovation scheme to reduce congestion and improve journey times on the M1 motorway by creating a dedicated lane which will be reserved for vehicles carrying 2 or more people. The High Occupancy Vehicle (HOV) lane could be created by widening the road to create an additional lane. The HOV lane aims to encourage drivers to share their vehicles. The HOV motorway lanes will be tested on the M1, northbound and southbound as below:-

• M1 Junctions 7 to 10 (St Albans to Luton)

The vehicle-sharing lane will operate at peak times to help minimise delay and congestion for road users. There is work already planned to widen the motorway at this section from dual-3 to dual-4 lanes. It is estimated that there would be 5% fewer vehicles on the road if vehicle sharing is adopted. Work is due to start in February 2006.

Transport Secretary, Alistair Darling said:

"The Government is determined to tackle congestion on Britain's roads. Carpool lanes help drivers carrying several people by providing dedicated lanes. This makes best use of scarce capacity on our roads."

"Carpool lanes are part of the Government's commitment to provide better service to road users. These lanes have been used to great effect both in America and Australia and within the UK and could play a key role in reducing congestion on motorways. I hope that drivers will be encouraged to consider car-pooling to take advantage of the new lanes. It works elsewhere. There is no reason why it can't work here as well."

If the scheme proves successful, the Government may consider extending the vehicle-sharing lanes as far as Junction 13 when this section of motorway is widened.