Liz Jesper Birmingham City Council Development Directorate P.O. Box 28 Floor 17, Alpha Tower Suffolk Street Queensway Birmingham B1 1TR Date: 27 th June 2008

Dear Liz

Longbridge Area Action Plan – Site Allocation Representations

Thank you for providing Centro with the opportunity to formally respond to issues raised at the submission stage of the Longbridge Area Action Plan (LAAP). Please find enclosed Centro response to those issues related to public transport. Centro has responded in the context of the movement strategy of the LAAP, and supporting bus and rail strategies that have been developed in partnership with Birmingham City Council and Bromsgrove District Council.

As stated in previous correspondence Centro wishes to see investment in public transport infrastructure and services at Longbridge and the wider A38 High Technology Corridor, namely:

• Interchange facilities for both bus and rail at the proposed Longbridge Centre • Strategic Park and Ride, both interim and long term • Early introduction of high quality public transport serving Frankley and Rubery • In the longer term there is possibility for Bus Rapid Transit along the A38 High Technology Corridor • Improvement to Longbridge Rail Station in providing a ‘Gateway’ into the new development, along with potential improvements to the local rail network in increasing capacity and improving facilities

1

The key issues that Centro are responding to in the table attached can be summarised as:

• The location and capacity of the strategic park and ride at Longbridge station • The re-instatement of the Frankley branch line extension of the cross city line • Provision of a new rail station at Cofton Hackett • Improved bus services at Longbridge including improved accessibility to Frankley and Rubery

Centro will continue to work in partnership with all stakeholders involved in the LAAP, focusing on the delivery of those transport projects and initiatives identified in the LAAP submission.

Yours sincerely

John Sidebotham Head of Strategy

2 Representation Issue and Reference Consultee Issue and Response Centro Response SAR 27/01 Move strategic park and ride DPD Represents paragraphs 3.139 and 3.140 Thank you for your letter and response In developing the rail strategy that supports the LAAP Centro in partnership with stakeholders have south of Longbridge Lane (Rep 164 001) for utilising the rail tunnel beneath the A38. Unfortunately the Park and Ride facility is considered a range of options for rail services and infrastructure at the site. The rail strategy supports still shown on the North Works Car Park site and it will be operational prior to the the strategic park and ride to be constructed north of Longbridge Lane, consistent with the project being essential work required to upgrade Longbridge Lane through to its junction with the promoted by Centro. A441. AAC 3.140 indicates that there is still a possibility of a new station and P&R facility being built on the south side of Longbridge Lane. This I believe is a far The developers have proposed a shared park and ride / local centre car park on the North Works as superior location and I attach a proposal outlining its advantages. highlighted by the consultee. This was consulted on during the Issues and Options stage of the Plan. Centro and Birmingham City Council have rejected this proposal on the basis of the following:

• The park and ride south of Longbridge Lane is distant from the station and would require pedestrian crossing of Longbridge Lane to access the station. Given the current and forecast high traffic flows on Longbridge Lane this is regarded as dangerous for pedestrians. • Extending the platforms south of the existing station is constrained by the two road bridges. Centro has not been provided with any evidence which suggests it is feasible to extend the platforms beneath the bridge structures • Providing an additional access to station platforms at Longbridge station, bypassing the ticket office would be rejected by the rail industry on the basis of revenue protection. There are also personal safety and security issues with extending platforms / access beneath two road bridges • St Modwens as developers would seek a return on a third party agreement with Centro. Centro has well developed proposals for strategic park and ride on an alternative site north of Longbridge Lane without such a requirement • Centro is in a strong position, subject to funding being made available by central government to deliver the strategic park and ride north of Longbridge Lane. Centro has acquired significant land in developing the project and is negotiation with Austin Sports and Social Club and St Modwens regarding the remaining land required

Centro will continue to promote and develop the Longbridge Transport Hub, comprising strategic park and ride, bus interchange improvements and enhancements to Longbridge station. The strategic park and ride site north of Longbridge Lane is Centro’s preferred site for the reasons outlined above. . The relocation of Longbridge station to the south side of Longbridge Lane is not possible without moving the whole signalling system and realigning the tracks – a large project which is not programmed for upgrading for at least another 20 years.

SAR 27 / 02 Strategic Park and Ride The transport proposals are not sustainable. They are not based on convincing Centro’s current proposal for strategic park and ride at Longbridge comprises a multi storey car park Capacity (Rep 164 001 & 515 001) evidence about the likely demand for park-and-ride at Longbridge following the road with capacity for 980 parking spaces. This is housed in a split 4/5 level structure, maximising the mass improvements, or on convincing published estimates of the demand for car parking of the scheme in agreement with Birmingham City Council Planning Department. There are significant for the local centre. The car-parking proposals are insufficient, and probably levels of movement into Birmingham from Worcester, predominantly in the peak periods with unworkable, and will put unreasonable strain on those living in residential areas within commuters travelling into Birmingham City centre. Detailed demand forecasting carried out in a mile of the site. Much more use could be made of the opportunities provided by developing the Longbridge Transport Hub scheme demonstrates that park and ride is an attractive heavy rail lines across the site, both main line and the former branch line to Frankley. alternative to current car users who make the entire journey by private car. Forecasts demonstrate that My evidence base for the points made below is based on residence in Northfield for the park and ride will attract 450 users in the AM peak, with a further 400 arriving during the remainder nearly 24 years, standing for election in Northfield Ward in May 2008, and attendance of the day. These robust forecasts demonstrate that the provision of 980 spaces at Longbridge is at Northfield Ward Sub-Committees, where residents living near Longbridge and appropriate in the context of total demand. Those car users who switch to park and ride when the Hub Northfield stations have repeatedly complained about the problems of on-street is delivered (450 in the AM peak) will increase traffic along Longbridge Lane slightly (a total AM peak parking outside their homes, and where there have been presentations by flow of 3200 vehicles in 2006), the overall impact of the scheme will result in benefits of reduced Birmingham City Council officers, and the Principal of Bournville College, at which congestion and resulting improved journey times in the corridor. The delivery of dedicated park and ride many of the matter discussed here were raised. Specifically, the proposals for at Longbridge will remove the current informal park and ride users who park on local streets. This has highway improvements (T13, T8, exacerbated by T13) will make Longbridge the most been identified as a problem throughout the LAAP process. Removing cars parked on street will accessible suburban centre and transport interchange in South Birmingham. It will contribute to reduced traffic delay locally. therefore be the park-and-ride point of choice for extremely large numbers of vehicles whose occupants are heading for the city centre or other places accessible on the Centro will continue to work with Birmingham City Council and St Modwens (as landowners) to develop Cross City Line, such as the University of Birmingham, University Hospital and deliver the park and ride scheme, with a minimum 980 spaces at Longbridge. Birmingham, Cadburys Bournville, or the business district around Five Ways. To meet that demand, a car-park associated with Longbridge Station of up to 1000 spaces Longbridge station is one of a number of potential sites along the A38 at which additional park and ride (T7) is woefully inadequate. The car park on a much less attractive location at Selly capacity can be provided. In recent years Centro has increased parking capacity at Selly Oak and Oak station, nearly as large, filled within a few months of opening (I was a councillor Northfield stations. Future plans include a new (relocated) station at Bromsgrove with up to 350 parking

3 Representation Issue and Reference Consultee Issue and Response Centro Response for Selly Oak ward at the time). There is already pressure on residential roads around spaces, and there is potential to increase capacity at Northfield and Kings Norton. The corridor Longbridge and Northfield stations. The fact that the pressures will get far worse in approach will therefore deliver strategic sites on the edge of the conurbation at Bromsgrove and future is recognised in T15 which states that residents’ parking zones will be needed Longbridge, along with catering for local demand for park and ride at stations closer to Birmingham City outside the AAP area, but gives no indication of how these will be financed or policed, Centre. or whether there has been any consultation on these matters with local residents (as far as I am aware, there has not). In order to make this aspect of the transport The objective of the strategic park and ride at Longbridge is to remove long distance car trips from proposals sustainable, the only solution would be a car-park two or three times the Worcestershire into Birmingham from the road network on the edge of the conurbation. The local park proposed site – anything less flies in the face of local and national transport policies and ride sites – Northfield, Selly Oak and Kings Norton will provide capacity for local demand into which favour rail-based park-and-ride wherever there are suitable heavy rail lines. Birmingham. The plans also fail to utilise the existing and former heavy rail links to meet local transport needs.

SAR 27 / 03 & 27/04 New Rail Station at Consideration should additionally be given to providing a new station is needed at The rail strategy that supports the LAAP identifies the following improvements: Cofton Hackett (Rep 516 001 & 515 003) Cofton Hackett to serve the new housing in area H1. If this were provided east of • Enhancements to Longbridge rail station and improved interchange with bus Oakfield Drive, it would be 1.8 km south of Longbridge station and 2.3 km north of • Capacity enhancements in partnership with Network Rail on the Redditch branch and Barnt Green. The next two stations are about 1.6 km and a further 2.2 km north of electrification to Bromsgrove. This will allow 3 trains per hour from both Redditch and Longbridge, thus providing stations at reasonably regular intervals. This would be Bromsgrove serving Longbridge and other destinations on the cross city line within a 5-minute walking isochrone of the whole of the new development and of part of Cofton Hackett village. Such a station (if provided with a pedestrian gate into EZ2) The public transport strategy for the Longbridge site has sought to address longer distance movements would also encourage rail commuting to it. This should enhance the use of public by rail improvements, and local improvements through bus service enhancements. A new station at transport and render the development more sustainable. Cofton Hackett would be located close to the existing Longbridge station, and therefore the catchments would overlap. A new station would be expensive to deliver, and would use all the available funding for transport improvements identified through the LAAP.

An additional station on the cross city line will also have knock on effects to the performance of the service in terms of reliability and capacity on the route as a whole . There is no current support for a new station at this location from either Birmingham City Council or Network Rail.

There is a significant amount of funding allocated through the LAAP for pump priming of new bus services. East Longbridge is one of the areas not well served by public transport, and therefore funding of a bus service to link East Longbridge to the new local centre will be a priority when addressing accessibility issues. This represents the best value for money improvements to public transport access from Cofton Hackett and also allows investment in high priority rail capacity enhancements in partnership with Network Rail.

Improved Rail Services (Ref 544) (Information removed with representor’s permission as not referring to Site Allocation Representation) Public transport accessibility (Ref 555 (Information removed with representor’s permission as not referring to Site Allocation 001) Representation) SAR 27/05 Reinstatement of the Frankley There have for several years been proposals to reopen the former Halesowen line as The Frankley branch extension to the cross city line had been promoted by Centro for a number of branch extension to the cross city line far as new stations at Great Park and Frankley, which would give residents of those years to enable residents of Frankley and Rubery with improved access to health, employment, and (Ref 515 001, 17 001) areas the benefits of fast rail transport to Birmingham city centre. The present education and leisure facilities across the A38 high technology corridor. The scheme was developed proposals LC1 and LC2 and T8 will obliterate the existing rail line – by removing the when MG Rover was in operation, with the branch routed through the works. bridge which takes the A38 over it, and building the new college across the present alignment. This is counter to long-term strategies to bring back into use heavy rail Following the demise of MG Rover the LAAP was not constrained by existing land uses, and proposed lines that serve new centres of population, such as Great Park and Frankley. a new local centre which would require the removal of all rail infrastructures associated with the branch line. Due to a lack of capital and revenue funding, it is not possible to deliver the Frankley branch The reinstatement of the heavy rail link between Longbridge and Frankley has always scheme. St Modwens have proposed an alternative dedicated public transport link through the site to been a high priority for the Parish Council. Such a link would provide an Frankley, in the form of a busway. This will deliver accessibility benefits to residents of Frankley, in environmentally friendly form of rapid transport (in terms of the carbon footprint per providing a dedicated link to the regenerated Longbridge, and also linking into Longbridge station passenger mile) allowing residents easy access to the City centre and other areas in allowing trips to other destination in the high technology corridor. between. It would also provide access to areas outside the southwest of the City offering employment opportunities to those workers displaced by the closure of the There is support for the busway infrastructure from Centro, Birmingham City Council and in principal MGRover works. CENTRO Have always given an assurance that it would not from National Express West Midlands. abandon the railway option until a detailed vehicle option was in place. However, the Transport Strategy Committee of the West Midlands Passenger Transport Authority, The option of dedicated busway, or heavy rail in linking Longbridge to Frankley was consulted on as

4 Representation Issue and Reference Consultee Issue and Response Centro Response at its meeting of 21st January 2008, approved a change to the Birmingham Unitary part of the LAAP. This consultation formed part of the Issues and Options stage of the plan. Consultees Development Plan without local consultation despite the fact that consultation on were presented with the two options – Frankley branch extension of the cross city line, or dedicated transport being the responsibility of that Authority. If the railway were to be reinstated busway linking Longbridge Transport Hub with Frankley. Centro has supported the busway option as residents could be advised regarding the frequency of the trains and, based on this will deliver a high quality public transport link to Frankley. Deliverability and funding issues, along current fares what the fare structure would be. Additionally, information could be with alternative rail investment strategy means that Centro no longer supports the Frankley branch given as to the access for the disabled. However, the Parish Council has recently scheme. This was endorsed by the PTA on 21 st January 2008. As the busway is to be funded entirely found out that the permanent way to the south of the west works was sold to the by the developer it means that Centro and the rail industry is able to progress further enhancements on developers by Phoenix Venture Holdings or Railtrack prior to MGRover being placed the cross city line, with increased frequencies to Redditch and Bromsgrove. The Frankley branch in administration, and the developer, St Modwen, has clearly expressed its opposition scheme would prevent service frequency enhancements south of Longbridge. to the reinstatement of the rail link. It is therefore extremely unlikely that the land would be bought back by CENTRO to enable the link to be constructed. That Centro’s strategy for the cross city line is to increase passenger services to Redditch, and provide a information on the sale of this land was not made available to the Parish Council until new service to Bromsgrove. Both of these require infrastructure investment, and this has been recently. Although the consultants have known for two years that the reinstatement of recognised in the LAAP with funds made available for rail capacity enhancements. the rail link was not within the plan, because the rail link did not meet the aspirations of the developer St Modwen and Advantage West Midlands, the Parish Council has With regard to the concern of permanency of a new bus service, the Longbridge AAP Bus Strategy been told on many occasions that it was still an option. The Parish Council, which has states that the new bus services are highly likely to be commercially viable. It is recognised that some continued to lobby for the reinstatement, believing that as with the rest of the line from new bus services will require pump priming in the early years of the development as the site is Longbridge to Franley the land was set aside and no other alternative plans would not delivered, and there is revenue funding allocated through the LAAP to support this. The bus strategy be put into place till a final decision on reinstatement was made and a detailed also identifies that the majority of bus route changes can be delivered through the commercial network alternative had been consulted on and therefore will not be removed by the operator.

Provision of ‘people movers’ from (Information removed with representor’s permission as not referring to Site Allocation Frankley and Cofton Hackett to Representation) Longbridge (Rep 164 003) Improvements to the local rail network (Information removed with representor’s permission as not referring to Site Allocation (Rep 14 1) Representation) Connectivity of Longbridge Transport Hub (Information removed with representor’s permission as not referring to Site Allocation (Rep 529 001) Representation)

5