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Rooker, Lord (28)
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Lord Rooker
(Labour)
Type
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Legislation
High Speed Rail (West Midlands-Crewe) Bill 2017-19 to 2019-21
Subjects
Compulsory purchase; Construction; Climate change; Cemeteries; Biodiversity; Land; Diseases; Environment; Infrastructure; Farms; Forests; Leeds; Imports; East Coast main line; Planning permission; Public consultation; Parliamentary procedure; Parliamentary scrutiny; Railway network; Monuments; Road traffic; Seeds; Wildlife; Select committees; Trees; Sheffield; Tunnels; Tree planting; Hybrid bills; Staffordshire; Shropshire; North East; Cheshire; High Speed 2 line; Transport and Works Act order applications; Petitions
Date
30 November 2020
Reference
808 cc526-7
Chamber / Committee
House of Lords chamber
House
House of Lords
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Procedure
Virtual contributions
Legislation
High Speed Rail (West Midlands-Crewe) Bill 2017-19 to 2019-21
Subjects
Compulsory purchase; Construction; Climate change; Cemeteries; Biodiversity; Land; Diseases; Environment; Infrastructure; Farms; Forests; Leeds; Imports; East Coast main line; Planning permission; Public consultation; Parliamentary procedure; Parliamentary scrutiny; Railway network; Monuments; Road traffic; Seeds; Wildlife; Select committees; Trees; Sheffield; Tunnels; Tree planting; Hybrid bills; Staffordshire; Shropshire; North East; Cheshire; High Speed 2 line; Transport and Works Act order applications; Petitions
Date
30 November 2020
Reference
808 c551
Chamber / Committee
House of Lords chamber
House
House of Lords
To ask Her Majesty’s Government what research they have undertaken regarding the impact on congestion around Junction 12 of the M5 Motorway of the proposed construction of a 190,000-ton capacity mass burn incinerator close to the junction.[HL2387]
To ask Her Majesty’s Government what research they have undertaken regarding the impact on congestion around Junction 12 of the M5 Motorway of the proposed construction of a 190,000-ton capacity mass burn incinerator close to the junction.[HL2387]
Asked by
Lord Rooker
(Labour Independent)
Answered by
Earl Attlee
(Conservative)
Type
Written questions
Status
Answered
Answered on
15 October 2012
The Highways Agency has not undertaken any research regarding the impact on congestion around junction 12 of the M5 of the proposed energy from waste facility at Javelin Park. As part of the planning process, the Highways Agency works with the applicant who is required to demonstrate what impact the development would have through the production of a traffic assessment. Further information submitted on behalf of the developers is currently being considered by the agency.
Javelin Park has been the subject of a number of planning applications since 1992, with the present set of proposals having been submitted for approval in April this year. The Highways Agency has fully engaged with the planning process and carefully considered a transport assessment submitted in support of the application. Since April we have worked with the transport advisers acting on behalf of the developers to identify the traffic impacts on M5 junction 12.
The agency is satisfied that the development would have a similar, if not reduced impact, when compared to the existing planning consent at the Javelin Park site. We have however, raised concerns about traffic impact on the M5 junction 12 during the construction phase of the project and further information submitted on behalf of the developers is presently being considered in this respect.
Subjects
Construction; Incinerators; Road traffic; M5
Date
15 October 2012
Reference
739 c453WA; HL2387
House
House of Lords
To ask Her Majesty's Government what are the annual maintenance costs of the elevated sections of the Midlands Links motorways; and what assessment they have made of the added costs due to traffic delays.
To ask Her Majesty's Government what are the annual maintenance costs of the elevated sections of the Midlands Links motorways; and what assessment they have made of the added costs due to traffic delays.
Asked by
Lord Rooker
(Labour Independent)
Answered by
Lord Adonis
(Labour)
Type
Written questions
Status
Answered
Answered on
16 December 2009
The annual maintenance costs of the elevated sections of the Midland Links motorways vary depending on the maintenance schemes that have been carried out during the year. Maintenance schemes are divided into major and routine categories. The following amounts have been or are due to be spent on the maintenance of the structures of the Midland Links during the current four year period:
2006-07—£17.5 million;
2007-08—£10.5 million;
2008-09—£14.5 million; and
2009-10—£22.5 million.
During this period, the following four major maintenance schemes were carried out. The first three included elements of carriageway surface renewal work:
Ray Hall Viaduct Deck Refurbishment (2006-07);
Bromford Viaduct Deck Refurbishment (2006-07);
Bromford Viaduct Resurfacing (2008-09); and
Ray Hall Viaduct Structural repairs to concrete supports (2006-07-2007-08).
As the surfacing work extended beyond the elevated sections, it is not possible to identify separate figures for this work for these sections. All four schemes had significant effects on traffic flows on the motorway.
Other schemes included in the annual figures involved works on the support structures beneath the running lanes of the motorway and thus did not affect motorway traffic flows.
As part of the preparation process for all major schemes that have a potential effect on traffic flows on the motorway, the Highways Agency takes into account the level of predicted delays so that they can be minimised. The delay costs for the above schemes have been calculated as follows:
Ray Hall Deck Refurbishment—£2.7 million;
Bromford Viaduct Deck Refurbishment—£1.51 million;
Ray Hall Viaduct Structural Repairs—£23.4 million; and
Bromford Viaduct Resurfacing—£1.52 million.
The figure of £23.4 million for Ray Hall Viaduct is high because the repairs were to the supports carrying the M6 over the link road from the M6 southbound carriageway to the M5 southbound carriageway. The link road beneath was reduced to one lane for safety reasons, causing unavoidable delays to both M6 southbound traffic and traffic using the link road.
None of the annual figures includes routine maintenance, such as minor resurfacing, lighting and drainage, or winter maintenance—that is, salting. Such works are funded from a regional budget for all motorways and are not separated for Midland Links sections. Routine maintenance is generally carried out overnight to minimise delays to motorway traffic.
Subjects
Costs; Motorways; Road traffic; Repairs and maintenance; West Midlands
Date
16 December 2009
Reference
799; 715 c252-3WA
House
House of Lords
asked Her Majesty's Government:What proposals they have to improve traffic flow in Londonderry.
asked Her Majesty's Government:What proposals they have to improve traffic flow in Londonderry.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
6 February 2007
The chief executive of Roads Service (Dr Malcolm McKibbin) has written to the noble Lord in response to this Question.
Letter from Dr Malcolm McKibbin to Lord Laird
You recently asked Her Majesty's Government a Parliamentary Question regarding what proposals they have to improve traffic flow in Londonderry. As this issue falls within my responsibility as chief executive of Roads Service, I have been asked to reply.
As you may be aware, the regional development strategy (RDS) for Northern Ireland contains a policy to strengthen the role of Londonderry as the regional city and hub for the north-west. The regional transportation strategy proposed two transport plans, the Regional Strategic Transport Network Transport Plan (RSTNTP) and the Sub-Regional Transport Plan (SRTP), as the mechanism for implementation of the RDS outside the Belfast Metropolitan Area with regard to all modes of transport.
The RSTNTP deals with the main strategic routes into and through Londonderry and this plan was published in March 2005. An enhanced list of schemes for inclusion in the RSTNTP was published for consultation on 31 July 2006 with a response date of 29 September 2006. The full details of the major works schemes included in the plan can be viewed on our website at www.roadsni.gov.uk/consultation/docs/ConsultationDoc_SRI_Prog.pdf or copies are also available in both the House of Commons and House of Lords Libraries. The responses are currently being considered and it is hoped that an announcement of the final proposals will be made later this year. The schemes included in the current RSTNTP and draft proposals would upgrade sections of all the major routes approaching the city.
The SRTP deals with the whole of Northern Ireland, excluding the Belfast Metropolitan Area and the routes included in RSTNTP. A section has been developed for Londonderry and includes a detailed study of all modes of transport (walking, cycling, public transport and traffic) within the city. The draft document was issued for public consultation in March 2006 with a reply date of 23 June 2006. Full details of the draft plan can be viewed on our website at www.roadsni.gov.uk/consultation/docs/ExecSummary.pdf or copies are also available in both Libraries. It is planned to publish the SRTP at the end of March 2007.
These two transport plans will contain the main proposals for improving traffic flows and addressing other transportation issues for the city and its environs for the period to 2015.
Subjects
Construction; Transport; Road traffic; Roads; Londonderry
Date
6 February 2007
Reference
1279; 689 c130-1WA
House
House of Lords
asked Her Majesty's Government:What proposals they have to improve traffic flow in Donemana, County Tyrone.
asked Her Majesty's Government:What proposals they have to improve traffic flow in Donemana, County Tyrone.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
29 January 2007
The Chief Executive of Roads Service (Dr Malcolm McKibbin) has written to the noble Lord in response to this Question.
Letter from Dr Malcolm McKibbin to Lord Laird.
You recently asked Her Majesty's Government a Parliamentary Question regarding what proposals they have to improve traffic flow in Donemana, County Tyrone. As this issue falls within my responsibility as Chief Executive of Roads Service, I have been asked to reply.
The traffic problems encountered in the village of Donemana are relatively minor, when compared with traffic problems generated in the larger towns and cities across Northern Ireland. Nevertheless, it is recognised that problems are occasionally experienced within the village. It is also noted that, although some waiting restrictions are in place in the village, a lack of enforcement has resulted in these being abused.
You will be aware that Roads Service has recently taken over responsibility for enforcement of waiting restrictions across Northern Ireland. I am pleased to confirm that, as a result of this, villages such as Donemana will be given increased levels of enforcement. Given the rural nature of the village and the relative lack of traffic problems, future enforcement action will not be on a full-time basis, but it should be sufficient to encourage those currently ignoring the waiting restrictions to use the adjacent car park, where there is clearly adequate capacity to meet the village's needs.
Subjects
Northern Ireland; Road traffic; Donemana
Date
29 January 2007
Reference
1386; 689 c20WA
House
House of Lords
asked Her Majesty's Government:Whether they will take steps to improve traffic flow at peak times at the Knocknagoney roundabout in East Belfast.
asked Her Majesty's Government:Whether they will take steps to improve traffic flow at peak times at the Knocknagoney roundabout in East Belfast.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
29 January 2007
The Chief Executive of Roads Service (Dr Malcolm McKibbin) has written to the noble Lord in response to this Question.
Letter from Dr Malcolm McKibbin to Lord Laird.
You recently asked Her Majesty's Government a Parliamentary Question about whether they will take steps to improve traffic flow at peak times at the Knocknagoney roundabout in East Belfast. As this issue falls within my responsibility as Chief Executive of Roads Service, I have been asked to reply.
As you will be aware, the Belfast Metropolitan Transport Plan (BMTP), published in November 2004, takes forward the strategic initiatives of the Regional Transportation Strategy for Northern Ireland, which was accepted by the Northern Ireland Assembly in 2002. The BMTP sets out transport proposals for the Belfast metropolitan area to be implemented or commenced by 2015. It also supports the development proposals contained in the draft Belfast Metropolitan Area Plan, which was published by the Department of the Environment in 2004.
The BMTP identified a number of road improvement schemes considered necessary to remove existing bottlenecks and improve traffic flows on the road network. Although none of the improvement schemes directly affects the Tillysburn/Knocknagoney junction, there are proposals to widen the Sydenham bypass that will assist traffic flows in this area. Details of the proposals in the BMTP can be obtained from the BMTP website https://pronet.wsatkins.co.uk/bmtp/.
In the more immediate future, Roads Service has approved road modifications, as part of a planning application submitted by Tesco, which will amend the A2 approach to the junction from the Holywood direction and provide additional capacity at the A2/Knocknagoney Road junction. Subject to the availability of funding, Roads Service is also considering improvements to the road layout at the A55 Outer Ring/Holywood Road junction and the lane configuration between this junction and Tillysburn, as part of our 2007-08 traffic management works programme.
When completed, it is anticipated that these schemes will contribute to an improvement of traffic conditions in and around the Tillysburn junction and help reduce congestion in the area.
Subjects
Belfast; Road traffic; Roundabouts
Date
29 January 2007
Reference
1384; 689 c19WA
House
House of Lords
asked Her Majesty's Government:What plans they have to improve traffic flow through Dungiven in County Londonderry.
asked Her Majesty's Government:What plans they have to improve traffic flow through Dungiven in County Londonderry.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
17 January 2007
The chief executive of Roads Service (Dr Malcolm McKibbin) has been asked to write to the noble Lord in response to this question.
Letter from Dr Malcolm McKibbin to Lord Laird dated January 2007.
You recently asked Her Majesty's Government a Parliamentary Question regarding what plans they have to improve traffic flow through Dungiven in County Londonderry. As this issue falls within my responsibility as chief executive of Roads Service, I have been asked to reply.
As you may be aware, on 13 December 2005, the Secretary of State announced that a £250 million scheme to dual the A6 between Londonderry and Dungiven was being added to the major roadworks forward planning schedule. This 30 kilometre dualling scheme, which will include a bypass of Dungiven, will be the biggest single road scheme ever built in Northern Ireland.
Roads Service had already commissioned consultants to identify a corridor for the future dualling of the A6 between Castledawson and Londonderry and it is envisaged that this study,which will be completed shortly, will inform the development of the A6 Londonderry to Dungiven section.
The bypass of Dungiven will greatly improve journey times on this route and will undoubtedly improve traffic flow through the town. While it will be several years before all the statutory proceduresare completed, it is hoped that construction of the scheme will commence in the latter half of the regional strategic transport network transport plan 2015 period, ie between 2010 and 2015.
In the mean time, Roads Service will enforce parking restrictions in Dungiven to improve traffic flow and will continue to consider other methods of safely improving traffic flow.
Subjects
Construction; Road traffic; Bypasses; Dungiven
Date
17 January 2007
Reference
1227; 688 c164-5WA
House
House of Lords
asked Her Majesty's Government:What proposals they have to improve the traffic flow in Enniskillen, County Fermanagh.
asked Her Majesty's Government:What proposals they have to improve the traffic flow in Enniskillen, County Fermanagh.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
19 December 2006
The chief executive of Roads Service (Dr Malcolm McKibbin) has been asked to write to the noble Lord in response to this Question.
Letter from Dr Malcolm McKibbin to Lord Laird dated December 2006.
You recently asked Her Majesty's Government a Parliamentary Question about what proposals they have to improve the traffic flow in Enniskillen County. As this issue falls within my responsibility as chief executive of Roads Service, I have been asked to reply.
Traffic congestion in Enniskillen is typical of many similar provincial towns in Northern Ireland. However, it is recognised by Roads Service that Enniskillen is an island town and that this in itself contributes to problems for traffic progression. We are, therefore, progressing two significant schemes to address traffic congestion in the town. Gaol Square is to be signalised (to facilitate a major redevelopment with the developer bearing the costs). Also, notices of statutory orders were published in December 2006, for a scheme to provide an additional lane on the western (Henry Street) approach to the town.
I am also pleased to advise that another major works scheme, Cherrymount Link, (which will link the A32 Irvinestown Road with the B80 Tempo Road) is being progressed. It is hoped to publish statutory orders for this scheme in mid-2007.
Subjects
Road traffic; Enniskillen
Date
19 December 2006
Reference
954; 687 c305-6WA
House
House of Lords
Whether they have any plans to improve the traffic flow in Belfast.
Whether they have any plans to improve the traffic flow in Belfast.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
7 November 2006
The chief executive of the Roads Service has written to the noble Lord in response to this Question. The text of the letter is as follows: "““The Belfast Metropolitan Transport Plan (BMTP) was published in November 2004 and takes forward the strategic initiatives of the Regional Transportation Strategy (RTS) for Northern Ireland which was accepted by the Northern Ireland Assembly in 2002. The BMTP sets out transport proposals for the Belfast Metropolitan Area to be implemented or commenced by 2015 and also supports the development proposals contained in the draft Belfast Metropolitan Area Plan (BMAP) published by the Department of the Environment (DoE) in 2004.""Within the Transport Plan there is a high priority given to public transport, walking and cycling, as large urban areas like the Belfast Metropolitan Area offer the best opportunities to reduce reliance on the private car. Measures to improve rail frequencies and bus services, effective parking controls, better walking and cycling networks and options for rapid transit should all help in this regard. The BMTP sets out a range of proposals to tackle these problems, under the headings of Walking and Cycling, Public Transport, Highway Network and Management. Key features include: improvements in facilities for walking and cycling; step-change in quality of public transport provision, including an ambitious Park and Ride programme, Quality Bus Corridor programme, improvements to rail services and the commencement of a Rapid Transit network; Highway improvements focused on improving the efficiency and safety of the main strategic network; Better management of the transport systems through parking controls, the application of technology; and Measures to change travel attitudes.""Whilst a modal shift from private car to more sustainable modes of travel is unlikely to take effect until towards the end of the Plan period, there are a number of road improvement schemes identified in the Transport Plan that are necessary to remove existing bottlenecks and improve traffic flows on the road network. These include: Ml/Westlink; A55 Outer Ring Road; A2 Sydenham Bypass; M2 widening between Sandyknowes and Greencastle; and completion of south section of the City Centre Ring Road (Bankmore Link).""As you may be aware, the highest profile scheme, the Ml/Westlink/M2 project, is under way and programmed for completion by Spring 2009. This will significantly improve traffic flows on the main strategic route connecting the Ml and M2 motorways through Belfast. As outlined above, road improvement schemes are not the only element of the Plan that will help to improve traffic flows. This week the Department took over responsibility for the enforcement of parking offences in NI and this will also make a contribution to improved traffic flows on Belfast's local road network.""Further details of the proposals in the Transport Plan can be obtained from the BMTP website https://pronet.wsatkins.co.uk/bmtp/. A copy of the BMTP Transport Plan is also available in the House Libraries””."
Subjects
Belfast; Transport; Road traffic
Date
7 November 2006
Reference
8016; 686 c153WA
House
House of Lords
How the estimate of taxi flow in traditional traffic models in the development of policy on bus lanes in Belfast was carried out; by whom; and when.
How the estimate of taxi flow in traditional traffic models in the development of policy on bus lanes in Belfast was carried out; by whom; and when.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
18 April 2006
The Chief Executive of Roads Service (Dr Malcolm McKibbin) has been asked to write to the noble Lord in response to this Question.
Letter from Dr Malcolm McKibbin to Lord Laird dated 6 April 2006.
You recently asked Her Majesty’s Government two Parliamentary Questions relating to bus lanes in Belfast:"how the estimate of taxi flow in traditional traffic models in the development of policy on bus lanes in Belfast was carried out; by whom; and when; and""to what extent the impacts of both public hire and private hire taxis’ use of Belfast’s bus lane infrastructure have been assessed in terms of travelling passenger and general traffic flow."
I have been asked to reply as the issues raised fall within my responsibility as chief executive of Roads Service.
I should perhaps explain that in the Government’s transport policy statement entitled ““Moving Forward”” published in 1998, and the subsequent regional transportation strategy, published in 2002, the department undertook to encourage modes of travel other than private car and to explore the role of taxis in an integrated transportation system.
In 1999, the former Minister Lord Dubs decided that the Belfast public hire taxis and taxis that operate under a road service licence, should be admitted to bus lanes on routes where they are licensed to operate. He also asked that the suitability of allowing motorcycles
and all other taxis using bus lanes be investigated. This decision has largely directed bus lane policy development since.
The Belfast Transport Model (BTM), which was used as part of the Belfast Metropolitan Transport Plan assessment process, is a multi-modal transport model of the Belfast metropolitan area, and provides a detailed representation of all motorised modes of transport in the Belfast area. The model takes account of the main highway, rail and bus networks and has a 2001 base year model and a 2015 forecast model, which are based on actual or future estimates of population and employment planning data.
While the BTM incorporates bus and public hire taxis vehicle movements it was not considered an appropriate tool to inform the decision-making process in relation to bus lane policy.
As regards the impacts of public and private hire taxis’ use of Belfast’s bus lane infrastructure on travelling passenger and general traffic flow, I can advise that following the introduction of public hire taxis into bus lanes in June 2002, surveys subsequently carried out on main arterial routes between October 2002 and March 2003 showed that the level of usage by public hire taxis during the hours of bus lane operation was extremely small and not sufficient to cause any adverse impact to the operation of the bus services.
Translink confirmed that it had not experienced any problems on its bus operations and the West Belfast Taxi Association has also said that having use of the bus lanes has enhanced the efficiency of its service by enabling customers to progress to their destination in a more timely manner.
Private hire taxis are currently not permitted into bus lanes and, as such, no assessment has been made of the impact this might have on bus lane operation or traffic flow. However, I can advise that the department plans to carry out further investigations later this year. These are expected to include a review of findings from elsewhere in the UK and Ireland, a review of any relevant research, traffic surveys and analysis and consultation.
Subjects
Bus lanes; Belfast; Taxis; Road traffic; Research
Date
18 April 2006
Reference
4969; 680 c220-1WA
House
House of Lords
To what extent the impacts of both public hire and private hire taxis’ use of Belfast’s bus lane infrastructure have been assessed in terms of travelling passengers and general traffic flow; and
To what extent the impacts of both public hire and private hire taxis’ use of Belfast’s bus lane infrastructure have been assessed in terms of travelling passengers and general traffic flow; and
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
18 April 2006
The Chief Executive of Roads Service (Dr Malcolm McKibbin) has been asked to write to the noble Lord in response to this Question.
Letter from Dr Malcolm McKibbin to Lord Laird dated 6 April 2006.
You recently asked Her Majesty’s Government two Parliamentary Questions relating to bus lanes in Belfast:"how the estimate of taxi flow in traditional traffic models in the development of policy on bus lanes in Belfast was carried out; by whom; and when; and""to what extent the impacts of both public hire and private hire taxis’ use of Belfast’s bus lane infrastructure have been assessed in terms of travelling passenger and general traffic flow."
I have been asked to reply as the issues raised fall within my responsibility as chief executive of Roads Service.
I should perhaps explain that in the Government’s transport policy statement entitled ““Moving Forward”” published in 1998, and the subsequent regional transportation strategy, published in 2002, the department undertook to encourage modes of travel other than private car and to explore the role of taxis in an integrated transportation system.
In 1999, the former Minister Lord Dubs decided that the Belfast public hire taxis and taxis that operate under a road service licence, should be admitted to bus lanes on routes where they are licensed to operate. He also asked that the suitability of allowing motorcycles
and all other taxis using bus lanes be investigated. This decision has largely directed bus lane policy development since.
The Belfast Transport Model (BTM), which was used as part of the Belfast Metropolitan Transport Plan assessment process, is a multi-modal transport model of the Belfast metropolitan area, and provides a detailed representation of all motorised modes of transport in the Belfast area. The model takes account of the main highway, rail and bus networks and has a 2001 base year model and a 2015 forecast model, which are based on actual or future estimates of population and employment planning data.
While the BTM incorporates bus and public hire taxis vehicle movements it was not considered an appropriate tool to inform the decision-making process in relation to bus lane policy.
As regards the impacts of public and private hire taxis’ use of Belfast’s bus lane infrastructure on travelling passenger and general traffic flow, I can advise that following the introduction of public hire taxis into bus lanes in June 2002, surveys subsequently carried out on main arterial routes between October 2002 and March 2003 showed that the level of usage by public hire taxis during the hours of bus lane operation was extremely small and not sufficient to cause any adverse impact to the operation of the bus services.
Translink confirmed that it had not experienced any problems on its bus operations and the West Belfast Taxi Association has also said that having use of the bus lanes has enhanced the efficiency of its service by enabling customers to progress to their destination in a more timely manner.
Private hire taxis are currently not permitted into bus lanes and, as such, no assessment has been made of the impact this might have on bus lane operation or traffic flow. However, I can advise that the department plans to carry out further investigations later this year. These are expected to include a review of findings from elsewhere in the UK and Ireland, a review of any relevant research, traffic surveys and analysis and consultation.
Subjects
Bus lanes; Belfast; Taxis; Road traffic
Date
18 April 2006
Reference
4967; 680 c220-1WA
House
House of Lords
What is the average daily number of vehicles using the M1 motorway in Northern Ireland in both directions and for all measured points.
What is the average daily number of vehicles using the M1 motorway in Northern Ireland in both directions and for all measured points.
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
2 March 2006
The chief executive of Roads Service Dr Malcolm McKibbin has been asked to write to the noble Lord in response to this question.Letter from Dr Malcolm McKibbin to Lord Laird dated 1 March 2006.You recently asked Her Majesty’s Government a Parliamentary Question about the average daily number of vehicles using the M1 motorway in Northern Ireland in both directions and for all measured points.I have been asked to reply as the issue raised falls within my responsibility as chief executive of Roads Service.By way of background, I should explain that Roads Service collects traffic volume data by means of 270 automatic census points strategically located throughout the Northern Ireland road network. The information is generally recorded for one week in each quarter during the year and an annual average daily traffic flow is calculated. There are a number of sites where traffic is counted continuously. The results are published in Roads Service’s annual Traffic and Travel Information Report, which presents the traffic volumes in a variety of formats for each site.The locations of the automatic census points on the M1 are given in Table A attached. At census point 403 traffic is counted continuously, at the other sites traffic is counted for one week in each quarter.The annual average daily traffic flows calculated for each site for the last available five years are given in Tables B and C.I hope this information is helpful.
| Table A: Traffic Counts on M1 Motorway | |||||
|---|---|---|---|---|---|
| Road Number | Census Point Number | Location | Direction of Flow of Traffic | Channel 1 | Channel 2 |
| M1 | 201 | Broadway-Stockman’s Lane (Junction 2) | To Belfast | From Belfast | |
| M1 | 227 | Stockman’s Lane Junction (above roundabout) | To Belfast | From Belfast | |
| M1 | 230 | Blacks Road on-slip | One-way Traffic Flow | ||
| M1 | 231 | Blacks Road off-slip | One-way Traffic Flow | ||
| M1 | 520 | Blacks Road-Saintfield Road (Junction 6) | To Belfast | From Belfast | |
| M1 | 521 | Sprucefield (Junction 7)–Moira (Junction 9) | To Lisburn | To Moira | |
| M1 | 403 | Lough Road (Junction 10)–Ballynacor (Junction 11) | To Lurgan | To Dungannon | |
| M1 | 435 | M1 to M12 off-slip | One-way Traffic Flow | ||
| M1 | 436 | M12 to M1 on-slip | One-way Traffic Flow | ||
| M1 | 404 | Stangmore (Junction 15)–Tamnamore (Junction 14) | To Dungannon | To Lurgan |
| Table B: Traffic Counts on M1 Motorway | ||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2004 | Annual Average Daily Traffic Flow | 2003 | Annual Average Daily Traffic Flow | 2002 | Annual Average Daily Traffic Flow | |||||||||
| Road No. | Census Point No. | Location | Chan 1# | Chan 2# | Total | Chan 1# | Chan 2# | Total | Chan 1# | Chan 2# | Total | |||
| M1 | 201* | Broadway-Stockman’s Lane Junction | 30,240 | 30,130 | 60,370 | 30,360 | 30,020 | 60,380 | 27,880 | 26,790 | 54,670 | |||
| M1 | 227* | Stockman’s Lane Junction (above roundabout) | N/A | N/A | N/A | 24,760 | 24,370 | 49,130 | 25,460 | 25,060 | 50,520 | |||
| M1 | 230* | Blacks Road on-slip | 13,070 | One-way | 13,070 | One-way Traffic Flow | 12,740 | One-way Traffic Flow | 13,910 | |||||
| M1 | 231* | Blacks Road off-slip | 12,700 | One-way | 12,700 | One-way Traffic Flow | 13,070 | One-way Traffic Flow | 13,170 | |||||
| M1 | 520* | Blacks Road-Saintfield Road, (Junction 6) | 22,700 | 23,280 | 45,980 | 21,700 | 22,030 | 43,730 | 19,920 | 20,620 | 40,540 | |||
| M1 | 521* | Sprucefield (Junction 7)–Moira (Junction 9) | 16,770 | 16,640 | 33,410 | 16,220 | 16,030 | 32,250 | 15,970 | 15,470 | 31,440 | |||
| M1 | 403** | Lough Road (Junction 10)– Ballynacor (Junction 11) | 16,130 | 16,610 | 32,740 | 15,890 | 16,350 | 32,240 | 20,380 | 11,950 | 32,330 | |||
| M1 | 435* | M1 to M12 off-slip | 2,120 | One-way | 2,120 | One-way Traffic Flow | 1,920 | One-way Traffic Flow | 1,830 | |||||
| M1 | 436* | M12 to M1 on-slip | 2,050 | One-way | 2,050 | One-way Traffic Flow | 1,850 | One-way Traffic Flow | 1,770 | |||||
| M1 | 404* | Stangmore (Junction 15)– | ||||||||||||
| Tamnamore (Junction 14) | 9,190 | 9,060 | 18,250 | 8,830 | 8,700 | 17,530 | N/A | N/A | N/A | |||||
| Note: Where ““N/A”” appears this means that either the counter was not yet in place or the information was deemed unreliable following quality checks. # The term ““Channel”” relates to the direction of flow of traffic—refer to Table A. * At these census points traffic is counted continuously (24 hours/7 days) and the Annual Average Daily Traffic Flow is calculated. ** At these census points traffic is counted for one week in each quarter and the Annual Average Daily Traffic Flow is calculated. |
| Table C: Traffic Counts on M1 Motorway | ||||||||
|---|---|---|---|---|---|---|---|---|
| Road | Census | 2001 Annual Average Daily Traffic Flow | 2000 Annual Average Daily Traffic Flow | |||||
| No. | Point No. | Location | Channel 1# | Channel 2# | Total | Channel 1# | Channel 2# | Total |
| M1 | 201* | Broadway-Stockman’s Lane (Junction 2) | 28,530 | 20,820 | 49,350 | N/A | N/A | N/A |
| M1 | 227* | Stockman’s Lane Junction (above roundabout) | 24,650 | 24,620 | 49,270 | 24,630 | 24,770 | 49,400 |
| M1 | 230* | Blacks Road on-slip | Combined | 13,600 | Combined | 14,040 | ||
| M1 | 231* | Blacks Road off-slip | Combined | 12,880 | Combined | 12,960 | ||
| M1 | 520* | Blacks Road-Saintfield Road (Junction 6) | N/A | N/A | N/A | N/A | N/A | N/A |
| M1 | 521* | Sprucefield (Junction 7)–Moira (Junction 9) | N/A | N/A | N/A | N/A | N/A | N/A |
| M1 | 403** | Lough Road (Junction 10)–Ballynacor (Junction 11) | 13,910 | 14,000 | 27,910 | 14,470 | 14,740 | 29,210 |
| M1 | 435* | M1 to M12 off-slip | 1 Channel only | 1,130 | 1 Channel only | 1,010 | ||
| M1 | 436* | M12 to M1 on-slip | 1 Channel only | 1,710 | 1 Channel only | 1,500 | ||
| M1 | 404* | Stangmore (Junction 15)–Tamnamore (Junction 14) | 7,700 | 7,920 | 15,620 | 7,470 | 7,540 | 15,010 |
| Note: Where ““N/A”” appears this means that either the counter was not yet in place or the information was deemed unreliable following quality checks. #The term ““Channel”” relates to the direction of flow of traffic—refer to Table A. * At these census points traffic is counted continuously (24 hours/7 days) and the Annual Average Daily Traffic Flow is calculated. **At these census points traffic is counted for one week in each quarter and the Annual Average Daily Traffic Flow is calculated. |
Subjects
Northern Ireland; Road traffic; M1
Date
2 March 2006
Reference
4172; 679 c99-104WA
House
House of Lords
What is the average daily number of vehicles using the Northern Ireland A1 in both directions (a) between Sprucefield and Hillsborough; (b) between Lisburn and Hillsborough; (c) on the Hillsborough bypass between Dromore and Banbridge; (d) on the Banbridge bypass; (e) between Loughbrickland and Newry; (f) on the Newry Bypass...
What is the average daily number of vehicles using the Northern Ireland A1 in both directions (a) between Sprucefield and Hillsborough; (b) between Lisburn and Hillsborough; (c) on the Hillsborough bypass between Dromore and Banbridge; (d) on the Banbridge bypass; (e) between Loughbrickland and Newry; (f) on the Newry Bypass...
Asked by
Lord Laird
(Crossbench)
Answered by
Lord Rooker
(Labour)
Answering body
Roads Service
Type
Written questions
Status
Answered
Answered on
2 March 2006
The chief executive of Roads Service (Dr Malcolm McKibbin) has been asked to write to the noble Lord in response to this question.Letter from Dr Malcolm McKibbin to Lord Laird dated 1 March 2006.You recently asked Her Majesty’s Government a Parliamentary Question about the average daily number of vehicles using the Northern Ireland A1 in both directions (a) between Sprucefield and Hillsborough; (b) between Lisburn and Hillsborough; (c) on the Hillsborough bypass between Dromore and Banbridge; (d) on the Banbridge bypass; (e) between Loughbrickland and Newry; (f) on Newry Bypass stages I, II and III; (g) on the Dublin Road in Newry; and (h) between Newry and the border, for each of the past five years for which figures are available.I have been asked to reply as the issue raised falls within my responsibility as Chief Executive of Roads Service.By way of background, I should explain that Roads Service collects traffic volume data by means of 270 automatic census points strategically located throughout the Northern Ireland road network. The information is generally recorded for one week in each quarter during the year and an annual average daily traffic flow is calculated. There are a number of sites where traffic is counted continuously. The results are published in Roads Service’s annual Traffic and Travel Information Report, which presents the traffic volumes in a variety of formats for each site.The locations of the automatic census points on the A1 between Lisburn and the border are given in Table A attached and cross referenced to parts (a) to (h) of your Question above. At census points 419 and 434 traffic is counted continuously at the other sites traffic is counted for one week in each quarter.The Annual Average Daily Traffic flows calculated for each site for the last available 5 years are given in Tables B and C.The 2005 figures are not yet available but will be published in the 2005 Traffic and Travel Information Report in due course.I hope this information is helpful.
| Table A: Traffic Counts on A1 between Sprucefield and the Border | ||||||
|---|---|---|---|---|---|---|
| Cross referenced to parts (a) to (h) of PQ 831/06 | Road No. | Census Point No. | Location | Direction of flow of traffic | Channel 1 | Channel 2 |
| (a) (b) | Al | 522 | Sprucefield-Hillsborough, at Carnbane Road | To Lisburn | To Hillsborough | |
| (c) | A1 | 530 | Hillsborough Bypass | To Lisburn | To Dromore | |
| (d) | A1 | 410 | Dromore-Banbridge | To Dromore | To Banbridge | |
| (d) | A1 | 411 | Banbridge By-Pass | To Dromore | To Newry | |
| (e) | A1 | 419 | Loughbrickland-Newry | To Newry | To Belfast | |
| (f) | A1 | 437 | Newry Bypass (Stage 1) | To Border | To Belfast | |
| (f) | A1 | 438 | Newry Bypass (Stage 2) | To Border | To Belfast | |
| (f) | A1 | 439 | Newry Bypass (Stage 3) | To Belfast | To Border | |
| (g) | A1 | 405 | Dublin Road, Newry | To Newry | To Border | |
| (h) | A1 | 434 | Newry-Dundalk | To Newry | To Border | |
| Traffic Counts on A1 between Sprucefield and the border. |
| Table B | ||||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 2004 | Annual Average Daily Traffic Flow | 2003 | Annual Average Daily Traffic Flow | 2002 | Annual Average Daily Traffic Flow | |||||||||
| Road No. | Census Point No. | Location | Chan 1# | Chan 2# | Total | Chan 1# | Chan 2# | Total | Chan 1# | Chan 2# | Total | |||
| A1 | 522* | Lisburn-Hillsborough, at Carnbane | 13,080 | 14,190 | 27,270 | 16,910 | 17,070 | 33,980 | 17,250 | 17,540 | 34,790 | |||
| A1 | 530* | Hillsborough Bypass | 13,040 | 14,120 | 27,160 | 13,853 | 13,865 | 27,718 | 13,390 | 13,339 | 26,729 | |||
| A1 | 410* | Dromore-Banbridge | 12,300 | 12,240 | 24,540 | 11,890 | 11,830 | 23,720 | 11,810 | 11,700 | 23,510 | |||
| A1 | 411* | Banbridge By-Pass | 10,010 | 9,790 | 19,800 | 8,740 | 8,990 | 17,730 | 7,350 | 10,460 | 17,810 | |||
| A1 | 419** | Loughbrickland and Newry | 8,950 | 9,150 | 18,100 | 8,980 | 9,000 | 17,980 | 8,150 | 8,960 | 17,110 | |||
| A1 | 437* | Newry Bypass (Stage 1) | 9,770 | 9,680 | 19,450 | 9,020 | 8,650 | 17,670 | 8,340 | 8,350 | 16,650 | |||
| A1 | 438* | Newry Bypass (Stage 2) | 12,140 | 13,060 | 25,210 | 11,100 | 12,110 | 23,210 | 12,650 | 9,790 | 22,440 | |||
| A1 | 439* | Newry Bypass (Stage 3) | 8,680 | 8,710 | 17,390 | 7,830 | 7,880 | 15,710 | 7,600 | 7,630 | 15,230 | |||
| A1 | 405* | Dublin Road, Newry | 9,980 | 10,270 | 20,250 | 9,740 | 9,940 | 19,680 | 9,570 | 9,510 | 19,080 | |||
| A1 | 434** | Newry-Dundalk | 10,210 | 10,360 | 20,570 | 8,590 | 9,010 | 17,600 | 8,920 | 9,080 | 18,000 | |||
| #The term ““Channel”” relates to the direction of flow of traffic—refer to Table A. **At these census points traffic is counted continuously (24hrs/7days) and the Annual Average Daily Traffic Flow is calculated. *At these census points traffic is counted for one week in each quarter and the Annual Average, Daily Traffic Flow is calculated. |
| Table C | ||||||||
|---|---|---|---|---|---|---|---|---|
| Road | Census | 2001 Annual Average Daily Traffic Flow | 2000 Annual Average Daily Traffic Flow | |||||
| No. | Point No. | Location | Channel 1# | Channel 2# | Total | Channel 1# | Channel 2# | Total |
| A1 | 522* | Lisburn-Hillsborough, at Carnbane | 16,550 | 16,900 | 33,450 | 16,290 | 14,550 | 30,840 |
| A1 | 530* | Hillsborough Bypass | N/A | N/A | N/A | N/A | N/A | N/A |
| A1 | 410* | Dromore-Banbridge | 11,290 | 11,240 | 22,530 | 10,730 | 10,380 | 21,120 |
| A1 | 411* | Banbridge By-Pass | 8,200 | 8,040 | 16,240 | 8,590 | 8,370 | 16,960 |
| A1 | 419** | Loughbrickland-Newry | 6,900 | 9,970 | 16,870 | 8,470 | 8,470 | 16,940 |
| A1 | 437* | Newry Bypass (Stage 1) | 7,350 | 7,700 | 15,050 | 8,320 | 8,290 | 16,600 |
| A1 | 438* | Newry Bypass (Stage 2) | 10,370 | 10,070 | 20,440 | 10,660 | 10,190 | 20,850 |
| A1 | 439* | Newry Bypass (Stage 3) | 6,840 | 6,800 | 13,640 | 7,310 | 7,270 | 14,580 |
| A1 | 405* | Dublin Road, Newry | 9,300 | 8,990 | 18,290 | 9,640 | 9,670 | 19,310 |
| A1 | 434** | Newry-Dundalk | 8,740 | 8,990 | 17,730 | 9,450 | 9,580 | 19,030 |
| Note: Where ““N/A”” appears this means that either the counter was not yet in place or the information was deemed unreliable following quality checks. # The term ““Channel”” relates to the direction of flow of traffic—refer to Table A. ** At these census points traffic is counted continuously (24 hours/7 days) and the Annual Average Daily Traffic Flow is calculated. * At these census points traffic is counted for one week in each quarter and the Annual Average Daily Traffic Flow is calculated. |
Subjects
Northern Ireland; Road traffic; A1
Date
2 March 2006
Reference
4171; 679 c97-100WA
House
House of Lords
That does not mean to say that the noble Lord does not have a valuable view, but the Cross-Benchers do not have a party structure. In trying to improve the quality of scrutiny, the offer of a briefing from officials is made to the political Front Benches.
That does not mean to say that the noble Lord does not have a valuable view, but the Cross-Benchers do not have a party structure. In trying to improve the quality of scrutiny, the offer of a briefing from officials is made to the political Front Benches.
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Legislation
Traffic Management (Northern Ireland) Order 2005
Subjects
Disability; Immobilisation of vehicles; Enforcement; Fixed penalties; Parking; Northern Ireland; Staff; Training; Road traffic; Road traffic control; Road traffic offences
Date
4 July 2005
Reference
673 c57GC
Chamber / Committee
House of Lords Grand Committee
House
House of Lords
Let me make this absolutely clear. The noble Lords were not briefed personally, but as representatives of their parties—as Front-Bench spokespeople. That is the reason. I understand that the noble Lord sits as a Cross-Bencher.
Let me make this absolutely clear. The noble Lords were not briefed personally, but as representatives of their parties—as Front-Bench spokespeople. That is the reason. I understand that the noble Lord sits as a Cross-Bencher.
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Legislation
Traffic Management (Northern Ireland) Order 2005
Subjects
Disability; Immobilisation of vehicles; Enforcement; Fixed penalties; Parking; Northern Ireland; Staff; Training; Road traffic; Road traffic control; Road traffic offences
Date
4 July 2005
Reference
673 c57GC
Chamber / Committee
House of Lords Grand Committee
House
House of Lords
rose to move, That the Grand Committee do report to the House that it has considered the Traffic Management (Northern Ireland) Order 2005. The noble Lord said: The purpose of this order is to transfer the powers for parking enforcement in Northern Ireland to the Department for Regional Development, following...
rose to move, That the Grand Committee do report to the House that it has considered the Traffic Management (Northern Ireland) Order 2005. The noble Lord said: The purpose of this order is to transfer the powers for parking enforcement in Northern Ireland to the Department for Regional Development, following...
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Legislation
Traffic Management (Northern Ireland) Order 2005
Subjects
Disability; Immobilisation of vehicles; Enforcement; Fixed penalties; Parking; Northern Ireland; Staff; Training; Road traffic; Road traffic control; Road traffic offences
Date
4 July 2005
Reference
673 c54-5GC
Chamber / Committee
House of Lords Grand Committee
House
House of Lords
I do not run this place, but I shall have to say no to that. There is one Conservative Party and one Liberal Democrat Party but 180-odd Cross-Benchers of no party, all with an equally valid view. Therefore, if I said, yes to the noble Lord, I would have to...
I do not run this place, but I shall have to say no to that. There is one Conservative Party and one Liberal Democrat Party but 180-odd Cross-Benchers of no party, all with an equally valid view. Therefore, if I said, yes to the noble Lord, I would have to...
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Legislation
Traffic Management (Northern Ireland) Order 2005
Subjects
Disability; Immobilisation of vehicles; Enforcement; Fixed penalties; Parking; Northern Ireland; Staff; Training; Road traffic; Road traffic control; Road traffic offences
Date
4 July 2005
Reference
673 c57-8GC
Chamber / Committee
House of Lords Grand Committee
House
House of Lords
I shall answer that last question first. It was raised also by the noble Baroness. The existing 104 Police Service of Northern Ireland traffic wardens and 25 Road Service car park staff—that is, civil servants—will transfer to the company. So the answer on redundancies is no. They will transfer under...
I shall answer that last question first. It was raised also by the noble Baroness. The existing 104 Police Service of Northern Ireland traffic wardens and 25 Road Service car park staff—that is, civil servants—will transfer to the company. So the answer on redundancies is no. They will transfer under...
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Legislation
Traffic Management (Northern Ireland) Order 2005
Subjects
Disability; Immobilisation of vehicles; Enforcement; Fixed penalties; Parking; Northern Ireland; Staff; Training; Road traffic; Road traffic control; Road traffic offences
Date
4 July 2005
Reference
673 c59-60GC
Chamber / Committee
House of Lords Grand Committee
House
House of Lords
I have not been over much of Northern Ireland. I get there twice a week, but I do not go to many places. But I am told and I have read that the current department operates road enforcement, road fund licence activities and checking all across Northern Ireland. I am...
I have not been over much of Northern Ireland. I get there twice a week, but I do not go to many places. But I am told and I have read that the current department operates road enforcement, road fund licence activities and checking all across Northern Ireland. I am...
Member
Lord Rooker
(Labour)
Type
Proceeding contributions
Legislation
Traffic Management (Northern Ireland) Order 2005
Subjects
Disability; Immobilisation of vehicles; Enforcement; Fixed penalties; Parking; Northern Ireland; Staff; Training; Road traffic; Road traffic control; Road traffic offences
Date
4 July 2005
Reference
673 c61-2GC
Chamber / Committee
House of Lords Grand Committee
House
House of Lords