Postscript - Transport Policy and Planning in Great Britain - page 440

If 'high speed' cars, like trains, had been confined to purpose-built roads from the
outset then we might have conceived their 'interchanges' with local roads differently.
Like railway journeys we would expect to use a variety of modes appropriate to urban
use for the feeder/distribution function at either end, switching to a different type of
vehicle geared to continuous high speed for the main inter-urban leg. As with early
developments on the railways the original idea of people maintaining their own vehicle
for use on the network would rapidly diminish in the face of the economies obtainable
from utilising collective vehicles. (Only the Queen maintains the practice of her own
train for personal use!)
During the 21st century it is very possible that the concept of an all-purpose motor
vehicle will increasingly come to be seen as inefficient and inappropriate for fulfilling the
overall mix of travel requirements. Because of the distinctive considerations surrounding
feeder and line haul functions separate 'modes' for each will be developed instead, e.g. with
motorways offering the facility for electronically coupled 'trains' of individual vehicles.
With this futuristic scenario in mind we can move to explore the opportunities available
in the shorter term to reduce the amount of car traffic between towns, complementing
the more sustainable living patterns being advocated within them.
25.6 Better use of inter-urban roads
This section proposes two distinct but complementary initiatives designed to reduce
the amount of car traffic associated with volume of inter-urban travel - the first on
motorways, the second on other inter-town routes, mainly within more urbanised
regions. Aside from their own merits these form part of the overall strategy being
presented here to reduce cases where private car ownership is 'necessary' and thereby
counter the growth of car dependence.
1) Promoting choices for motorway journeys
As we saw in Chapter 23 the Government has embarked on a programme investigating
Active Traffic Management, including possible use of hard-shoulder running, as an
alternative to widening some of the most congested sections of motorway. These
schemes may include provision for one or more lanes to be reserved for particular
classes of user - e.g. multi-occupied vehicles (MOV) or other vehicles paying a
distance-related charge. This approach could be developed further to explore the
potential which exists
• to increase the density of people travelling within a given traffic flow (hence
permitting a greater passenger throughput)
• to offer additional travel choices for people making inter-urban journeys
• to link the development and management of motorways more closely with that of
the main urban areas they serve.
Increasing passenger throughput without adding to vehicle numbers could be
achieved by promoting MOV use and by greatly increasing the opportunities for coach
travel. MOV use can be arranged informally (e.g. between friends or work-mates or
through liftshare.com), encouraged by cost-savings and by preferential facilities such
as reserved lanes and priorities at access points and junctions. The Highways Agency
itself could foster more spontaneous lift-giving by arranging pick-up and set-down bays